AIP for KAZAKHSTAN (section AD-2.UAAA) valid from 16 APR 2026

UAAA — ALMATY

Note: The following sections in this chapter are intentionally left blank: AD-2.10

UAAA AD 2.1 Aerodrome Location Indicator And Name

UAAA — ALMATY

UAAA AD 2.2 Aerodrome Geographical And Administrative Data

1	ARP coordinates and site at AD	432120N 0770238E 054°/2676m from THR 05R
2	Direction and distance from (city)	31°, 8.1 NM from Almaty center
3	Elevation/Reference temperature	2238 FT/29.5° C
4	Geoid undulation at AD ELEV PSN	-148 FT
5	MAG VAR/Annual Change	5° E ( 2023 ) / 0.01°
6	AD Administration, address, telephone, telefax, telex, AFS	Post: Authority of Airport 2 Mailin str. 050039 Almaty, JSC "Almaty International Airport" Republic of Kazakhstan Tel:+7 (727) 3888888 Tel:+7 (727) 3888884 Fax:+7 (727) 3888885 AFS:UAAAAPBF AFS:UAAAAPDU Email:info@alaport.com
7	Types of traffic permitted (IFR/VFR)	IFR-VFR
8	Remarks	Nil

UAAA AD 2.3 Operational Hours

1	AD Operator	H24 Tel:+7 (727) 3888888
2	Customs and immigration	H24 Tel:+7 (727) 2703409
3	Health and sanitation	H24
4	AIS Briefing Office	H24
5	ATS Reporting Office (ARO)	H24 Tel:+7 (727) 2573217 Fax:+7 (727) 2573724
6	MET Briefing Office	H24 Tel:+7 (727) 2574029 Tel:+7 (727) 2572803
7	ATS	H24
8	Fuelling	H24
9	Handling	H24 Tel:+7 (727) 3888445
10	Security	H24
11	De-icing	H24
12	Remarks	Nil

UAAA AD 2.4 Handling Services And Facilities

1	Cargo-handling facilities	Modern handling up to 30 tonnes weight
2	Fuel/oil types	TS-1, RT(equivalent to Jet A-1)/ MS-20, MS-8P
3	Fuelling facilities/capacity	AVBL, Modern tankers without limitation
4	De-icing facilities	De-icing fluid treatment machines - 6 units
5	Hangar space for visiting aircraft	Available by prior request
6	Repair facilities for visiting aircraft	Repairs at aircraft repair base.
7	Remarks	Nil

UAAA AD 2.5 Passenger Facilities

1	Hotels	Airport hotel, city hotel
2	Restaurants	AVBL
3	Transportation	Buses, taxis
4	Medical facilities	Aid post at Airport Terminal, ambulance service, hospitals in Almaty
5	Bank and Post Office	Banks, bank ATM, currency exchange, post office
6	Tourist Office	AVBL
7	Remarks	Nil

UAAA AD 2.6 Rescue And Fire Fighting Services

1	AD category for fire fighting	CAT A9
2	Rescue equipment	Modern rescue equipment. 5 fire engines with a total volume of fire-fighting composition - 41000 liters.
3	Capability for removal of disabled aircraft	Recovery equipment available: Lifting bags Kunz RLB 30-14, 30-17, 45-17.Lifting capacity up to 44t.Dollies Kunz 7-1000, 90-2200, load capacity 10t and 90t.Kunz Lifting Sling system, lifting capacity range 3t-55t.Ground Reinforcement mats Kunz Mammoth-Trakmat.Chains, jacks, hoists, hooks.
4	Remarks	Nil

UAAA AD 2.7 Seasonal Availability - Clearing

1	Types of clearing equipment	10 plow-brush equipment with turbo pipes, 3 rotors, 3 wind machines, 5 spraders (reagent sprayers), 5 pushers for cleaning the snow shafts, 1 sidewalk cleaning machine per runway, 2 graders, 2 bulldozers, 1 snow rolling machine, Other modern snow removal equipment. The anti-icing granular reagent “NKMM” and the anti-icing liquid reagent NORDWEIF of the NORM brand are used to remove ice from airfield coatings.
2	Clearance priorities	1. RWY 2. TWY 3. Stands
3	Remarks	(Seasonal availability: All seasons, caution advised in winter during snow conditions) At surface condition code 3 and below: RWY 05R/23L closed

Types of clearing equipment

10 plow-brush equipment with turbo pipes, 3 rotors, 3 wind machines, 5 spraders (reagent sprayers), 5 pushers for cleaning the snow shafts, 1 sidewalk cleaning machine per runway, 2 graders, 2 bulldozers, 1 snow rolling machine, Other modern snow removal equipment. The anti-icing granular reagent “NKMM” and the anti-icing liquid reagent NORDWEIF of the NORM brand are used to remove ice from airfield coatings.

Clearance priorities

1. RWY 2. TWY 3. Stands

Remarks

(Seasonal availability: All seasons, caution advised in winter during snow conditions)

At surface condition code 3 and below: RWY 05R/23L closed

UAAA AD 2.8 Aprons, Taxiways And Check Locations/Positions Data

1	Apron surface and strength	APRON	STANDS	SURFACE	STRENGTH
		1	3-6	CONC+ASPH	PCN 61/F/C/W/T
		1	12	CONC+ASPH	PCN 55/R/B/X/T
		2	201,202,203	CONC	PCN 56/R/B/W/T
		2	204/204L/204R 205/205L/205R	CONC	PCN 71/R/B/W/T
		3	29-31, 31A	CONC+ASPH	PCN 24/R/B/X/T
			32A, 32-36	CONC+ASPH	PCN 26/R/B/X/T
			26-28	CONC+ASPH	PCN 33/R/B/X/T
		4	1-2	CONC+ASPH	PCN 21/F/C/W/T
			61-62	CONC+ASPH	PCN 24/F/C/X/T
			63-64	CONC+ASPH	PCN 45/F/C/X/U
			42A, 42-46A	CONC+ASPH	PCN 12/F/C/X/T
		5	47-50	CONC+ASPH	PCN 66/F/C/X/T
			51-56	CONC+ASPH	PCN 51/R/B/X/T
			57-60, 59A, 60A, 71-73	CONC+ASPH	PCN 55/R/B/W/U
			101A, 101B, 102, 102A, 102B	CONC	PCN 70/F/C/X/T
		6	601,602	CONC	PCN 75/R/A/X/T
			601A, 601B, 602A, 602B	CONC	PCN 92/F/C/X/T
			603, 604, 605	CONC+ASPH	PCN 69/F/C/X/T
			603 A/B-605 A/B	CONC+ASPH	PCN 69/F/C/X/T
			606, 607, 607A/B	CONC+ASPH	PCN 56/R/A/X/T
2	Taxiway width, surface and strength	TWY	WIDTH (M)	SURFACE	STRENGTH
		A	22.5 M	CONC+ASPH	PCN 69/R/B/W/T
		B	23 M	CONC+ASPH	PCN 66/F/C/X/U
		C	22.5 M	CONC+ASPH	PCN 55/R/B/X/U
		D	37 M	CONC+ASPH	PCN 71/F/C/X/T
		E	24 M	CONC+ASPH	PCN 71/F/C/X/T
		F	23 M	CONC+ASPH	PCN 66/F/C/X/T
		H	45 M	CONC+ASPH	PCN 66/F/C/X/U
		K	25 M	CONC+ASPH	PCN 55/R/B/X/U
		L	25 M	CONC+ASPH	PCN 81/F/C/X/T
3	Altimeter checkpoint location and elevation	THR RWY 23R - 677,3 m/2222,1ft THR RWY 23L - 681,6 m/2236,2 ft
4	VOR checkpoints	Nil
5	INS checkpoints	Nil
6	Remarks	Nil

UAAA AD 2.9 Surface Movement Guidance And Control System And Markings

1	Use of aircraft stand ID signs, TWY guide lines and visual docking/parking guidance system of aircraft stands	Guidance sign board at entrance of RWY, guidance sign designating taxiways and apron Cat IIIB - RWY 23R: parking guidance system via TWY K at aircraft stand 6. RWY 23L: parking guidance system via TWY A at aircraft stand 4 or 5.
2	RWY and TWY markings and LGT	Markings of thresholds, touchdown zones, centre line, fixed distance markers, RWY edges, RWY designations, taxi holding positions, taxiway centre lines, stands
3	Stop bars	TWY: A, B, C, D, K, L, F, E, H. RED
4	Other runway protection measures	Nil
5	Remarks	RWY23L: centerline lights on exit from RWY to TWY A and lights on rapid exit from RWY to TWY C. Yellow / Green. RWY23R: centerline lights on exit from RWY to TWY K and TWY L and lights on rapid exit from RWY to TWY D. Yellow / Green. TWY A: Holding lights in front of ILS RWY05L zone. Yellow.

UAAA AD 2.10 Aerodrome Obstacles

NIL

UAAA AD 2.11 Meteorological Information Provided

1	Associated MET Office	Meteorological service Almaty Tel:+7 (727) 2572803 Tel:+7 (727) 2574029
2	Hours of service MET Office outside hour	H24
3	Office responsible for TAF preparation: Periods of validity	Meteorological service Almaty 24 HR (0024, 0606, 1212, 1818)
4	Trend forecast Interval of issuance	TREND 30 min
5	Briefing/consultation provided	Personal consultation (English, Russian)
6	Flight documentation/languages used	TAF, METAR, SPECI, SIGMET, GAMET, AIRMET English
7	Charts and other information AVBL for briefing or consultation	S, U85, U70, U50, U40, U30, U25, U20, prognostic charts of wind and temperature at flight levels (FL), max wind, T, prognostic charts P85, P70, P50, P40, P30, P25, P20, SWH, SWM of WAFC, SWM+SWH, SWL of Kazakhstan;
8	Supplementary equipment AVBL for providing information	Doppler weather radar (METEOR-635C)
9	ATS units provided with information	Briefing, TWR, APP, ACC
10	Additional information	AIS “MeteoBriefing” for preparation of flight documentation and for meteorological service of crews distantly

UAAA AD 2.12 Runway Physical Characteristics

Designations RWY NR	TRUE BRG	Dimensions of RWY (M)	Strength (PCN) and surface of RWY and SWY	THR coordinates RWY end coordinates THR geoid undulation	THR elevation and highest elevation of TDZ of precision APP RWY	Slope of RWY-SWY
1	2	3	4	5	6	7
05R	55,81°	4400 X 45	65/R/B/X/T CONC+ASPH	432028.46N 0770102.85E - -148.3 FT	THR 2227.7 FT TDZ 2228 FT	See AOC type A
23L	235,84°	4400 X 45	65/R/B/X/T CONC+ASPH	432148.52N 0770344.44E - -149 FT	THR 2236.2 FT TDZ 2236 FT	See AOC type A
05L	55,82°	4500 X 45	51/R/A/W/T CEMENT/CONC	432050.44N 0770130.67E - -148.6 FT	THR 2221.5 FT TDZ 2223 FT	See AOC type A
23R	235,85°	4500 X 45	51/R/A/W/T CEMENT/CONC	432212.33N 0770416.00E - -149 FT	THR 2222.1 FT TDZ 2231 FT	See AOC type A

SWY dimensions	CWY dimensions (M)	Strip dimensions (M)	RESA dimensions (M)	Location and description of arresting system	OFZ	Remarks
8	9	10	11	12	13	14
Nil	300 X 150	4700 X 283	90 X 150	Nil	AVBL	The strip RWY 05R/23L not symmetrical extend transversely axis direction RWY at a distance: 150m fm the NW side, 133m fm the SE sideRWY 05R/23LTurn Pad LEN 120 m, the total width of the turn pad and TWY «A»105 m REF. AD 2.24.1RWY 05R/23LTurn Pad LEN 110 m, the total width of the turn pad and TWY «F»75 m REF. AD 2.24.1Turn Pad LEN 110 m, the turn pad and runway 75 m REF. AD 2.24.1RWY 05R/23LTurn Pad LEN 120 m, the total width of the turn pad and TWY «E»65 m REF. AD 2.24.1RWY 05L/23R end 23 R. The length of the turn pad area is 150 m, the width of the turn pad area is 95 m. AD 2.24.1
Nil	Nil	4700 X 283	90 X 150	Nil	AVBL
Nil	300 X 150 ~~150~~	4800 X 300	90 X 150	Nil	AVBL
Nil	Nil	4800 X 300	90 X 150	Nil	AVBL

UAAA AD 2.13 Declared Distances

RWY Designator	TORA (M)	TODA (M)	ASDA (M)	LDA (M)	Remarks
1	2	3	4	5	6
05R	4400	4700	4400	4400	Nil
23L	3880	3880	4400	4400	Nil
05L	4500	4800	4500	4500	Nil
23R	4500	4500	4500	4500	Nil
TWY F - 23R	3528	3528	3528	Nil	Nil
TWY B - 05R	3681	3981	3681	Nil	Nil
TWY C - 05R	3085	3385	3085	Nil	Nil
TWY D - 05L	2957	3257	2957	Nil	Nil
TWY D - 23R	1543	1543	1543	Nil	Nil
TWY E - 05L	2010	2310	2010	Nil	Nil
TWY E - 23R	2490	2490	2490	Nil	Nil
TWY D - 05R	2320	2620	2320	Nil	Nil
TWY D - 23L	1560	1560	2080	Nil	Nil
TWY E - 05R	1010	1310	1010	Nil	Nil
TWY E - 23L	2870	2870	3390	Nil	Nil
TWY C - 23L	795	795	1315	Nil	Nil
Turning Bay A - 23L	2180	2180	2700	Nil	Nil
Turning Bay A - 05R	1700	2000	1700	Nil	Nil

UAAA AD 2.14 Approach And Runway Lighting

1	2	3	4	5	6	7	8	9	10
RWY Designator	APCH LGT type, LEN, INTST	THR LGT colour, WBAR	VASIS, (MEHT), PAPI	TDZ, LGT LEN	RWY Centre Line LGT Length, spacing, colour, INTST	RWY edge LGT LEN, spacing, colour, INTST	RWY End LGT colour, WBAR	SWY LGT LEN, colour	Remarks
05R	CAT I (PALS) 720 M LIH	GRN Nil	PAPI LEFT/3°	Nil	4400m, spacing 15m, 0-3500m white, 3500-4100m red/white, 4100-4400m red LIH	4400m, spacing 60m, 0-3798m white, last 600m yellow LIH	RED Nil	Nil	(Warning: ALS RWY 05 shortened to 720m)
23L	CAT III (PALS) 900 M LIH	GRN Nil	PAPI LEFT/3°	900 m	4400m, spacing 15m, 0-3500m white, 3500-4100m red/white, 4100-4400m red LIH	4400m, spacing 60m, 0-3798m white, last 600m yellow LIH	RED Nil	Nil	Running impulse lights combined with approach lights, from 900 to 300 m from the threshold
05L	CAT I (PALS) 870 M LIH	GRN Nil	PAPI LEFT/3°	Nil	4500m, spacing 15m, 0-3600m white, 3600-4200m R/W, 4200-4500m red LIH	4500m, spacing 60m, 0-3900 white, last 600m yellow LIH	RED Nil	Nil	Nil
23R	CAT I (PALS) 900 M LIH	GRN Nil	PAPI LEFT/3°	Nil	4500m, spacing 15.0m, 0-3600m white, 3600-4200m R/W, 4200-4500m red LIH	4500m, spacing 60m, 0-3900m white, last 600m yellow LIH	RED Nil	Nil	Nil

UAAA AD 2.15 Other Lighting, Secondary Power Supply

1	ABN/IBN location, characteristics and hours of operation	ABN: Nil IBN: Nil
2	LDI location and LGT Anemometer location and LGT	LDI: Nil
3	TWY edge and centre line lighting	EDGE: All TWY CL: TWY A, C, D, F, K, L Parking maneuvering lights and stop lights on stands - 4, 5, 6, 201, 202, 203, 204L, 204, 204R, 205L, 205, 205R.
4	Secondary power supply/switch-over time	AVBL, 0 sec
5	Remarks	RWY 23L: Side approach lights - 270 m from the THR. Red.

UAAA AD 2.16 Helicopter Landing Area

1	Coordinates TLOF or THR of FATO Geoid undulation	Stand №1: 432055N 0770120E, -148 FT Stand №2: 432043N 0770057E, -148 FT Stand №3: 432029N 0770106E, -148 FT Stand №4: 432051N 0770133E, -148 FT
2	TLOF and/or FATO elevation	Stand №1: 2215 FT Stand №2: 2218 FT Stand №3: 2231 FT Stand №4: 2224 FT
3	TLOF and FATO area dimensions, surface, strength, marking	Stand №1: 30 х 30, PCN 66/F/C/X/U, no marking Stand №2: 30 x 30, PCN 66/F/C/X/U, no marking Stand №3: 30 x 30, PCN 59/R/B/X/T, no marking Stand №4: 30 x 30, PCN 50/R/A/X/T, no marking
4	True BRG of FATO	051/231
5	Declared distance available	Stand №1: Nil Stand №2: Nil Stand №3: Nil Stand №4: Nil
6	APP and FATO lighting	Stand №1: Nil Stand №2: Nil Stand №3: Nil Stand №4: Nil
7	Remarks	Stand №1: On the section of TWY H between TWY K and TWY L, helicopter take-off and landing are permitted subject to compliance with the established separation intervals between aircraft departures and arrivals and provided that the applicable VFR (Special VFR) weather minima are met. Responsibility for the execution of take-off (landing) in this case rests with the helicopter pilot-in-command. Stand №2: TWY (B) Stand №3: RWY end 05R Stand №4: RWY end 05L

UAAA AD 2.17 ATS Airspace

1	Designation and lateral limits	ALMATY CTR 432628N 0770533E - 433119N 0771523E - 432614N 0772005E - 431119N 0765000E - 431624N 0764515E - 431729N 0764725E - 431659N 0764807E - 431853N 0765356E - 432102N 0765419E - 432507N 0770249E then a counter-clockwise arc radius 1.6 NM centered on 432640N 0770322E - 432628N 0770533E
2	Vertical limits	5200 FT ALT / GND
3	Airspace classification	D
4	ATS unit call sign Language(s)	ALMATY TOWER EN ALMATY VYSHKA RU
5	Transition altitude	10000 FT
6	Hours of applicability	H24
7	Remarks	Nil

UAAA AD 2.18 ATS Communication Facilities

Service designation	Call sign	Frequency	SATVOICE number(s)	Logon address	Hours of operation	Remarks
1	2	3	4	5	6	7
APP	ALMATY APPROACH (EN) ALMATY PODKHOD (RU)	118.3 MHZ	Nil	Nil	H24	Nil
ATIS	ALMATY ATIS (EN) ALMATY ATIS (RU)	129,8 MHZ 135,1 MHZ	Nil	Nil	H24	Nil
RADAR	ALMATY RADAR (EN) ALMATY KRUG (RU)	126.8 MHZ	Nil	Nil	H24	Nil
SMC	ALMATY GROUND (EN) ALMATY RULENIE (RU)	121,7 MHZ	Nil	Nil	H24	Nil
TWR	ALMATY TOWER (EN) ALMATY VYSHKA (RU)	119,4 MHZ	Nil	Nil	H24	Nil
Production and dispatcher service	ALMATY TRANZIT (EN) ALMATY TRANZIT (RU)	131.900 MHZ	Nil	Nil	As AD	Nil
DELIVERY	ALMATY DELIVERY (EN) ALMATY DELIVERY (RU)	120.8 MHZ	Nil	Nil	H24	Nil

UAAA AD 2.19 Radio Navigation And Landing Aids

Type of aid, MAG VAR, ILS Classification, Type of supported OP (for VOR/ILS/MLS, give declination)	ID	Frequency, Channel number	Hours of operation	Position of transmitting antenna coordinates	Elevation of DME transmitting antenna	Service volume radius from the GBAS reference point	Remarks
1	2	3	4	5	6	7	8
DVOR/DME (5°E/2023)	ATA	116.4 MHZ CH 111X	H24	432229.4N 0770507.0E	2200 FT	Nil	Nil
ILS LOC 05R I/D/2 GP 05R I/C/2 DME 05R	ILM ILM	110.3 MHZ 335 MHZ CH 40X	H24	432159.6N 0770406.7E 432030.9N 0770117.7E 432030.9N 0770117.7E	2200 FT	Nil	Nil
ILS LOC 23L III/E/2 GP 23L III/T/2 DME 23L	IAL IAL	108.1 MHZ 334.7 MHZ CH 18X	H24	432018.8N 0770043.4E 432138.5N 0770335.9E 432138.5N 0770335.9E	2300 FT	Nil	Nil
ILS LOC 05L I/D/4 GP 05L I/C/4 DME 05L	IMA IMA	109,1 MHZ 331,4 MHZ CH 28X	H24	432223.6N 0770438.8E 432059.1N 0770138.7E 432059.1N 0770138.7E	2200 FT	Nil	Nil
ILS LOC 23R III/E/4 GP 23R III/T/4 DME 23R	IAA IAA	111,3 MHZ 332,3 MHZ CH 50X	H24	432037.6N 0770104.8E 432210.7N 0770401.6E 432210.7N 0770401.6E	2200 FT	Nil	Nil

UAAA AD 2.20 Local Aerodrome Regulations

1. Airport regulations

Aircraft movement on the aerodrome is conducted via own engine power or by towing. Taxiing and towing must strictly follow the established markings. Access of runway for taxiing, towing, or take-off is permitted only with clearance from “Almaty Tower”.

Engine start-up and ground runs at "idle" power are permitted on aircraft stands upon request to "Almaty Ground,” provided all necessary safety measures are observed.

Engine start-up on contact stands (equipped with passenger boarding bridges) is prohibited. In the event of an unserviceable APU, the start-up of one engine prior to the commencement of towing to the designated engine start point is permitted only with clearance from “Almaty Ground.”

Engine ground runs at power settings exceeding "idle" must be performed at Stand 603.

The flight crew may perform engine start-up during the towing process if the procedure is stipulated in the aircraft’s Flight Manual (AFM) and coordinated with the technical staff of the towing crew.

Towing with engines running (or starting engines during towing) is prohibited on snow-covered, icy, or slippery aprons.

Aircraft wheel replacement using a jack must be performed only on hard surfaces (concrete or PAG-type reinforced concrete slabs).

The flight crew must notify “Almaty Ground” of the requirement for de-icing treatment when requesting clearance for towing or engine start-up. De-icing coordination is managed by “Almaty Transit” on frequency 131.900 MHz and by the de-icing pad coordinator on 120.300 MHz.

Aircraft de-icing treatment is performed at:

The dedicated de-icing pads (Stands 101A, 101B, 102, 102A, 102B on Apron 1);
Apron #6 stands.

De-icing treatment with engines running is permitted only at the dedicated de-icing pads on Apron 1 (Stands 101A, 101B, 102, 102A, 102B).

The stand number, parking procedure, and engine start-up point are assigned by the “Almaty Transit” coordinator based on the actual apron situation, short-term parking restrictions, and movement constraints within the maneuvering area.

Simultaneous taxi-in parking for Code F cargo aircraft is permitted on Stands 601–603.

2. Taxiing to/from aircraft stands

Aircraft towing, engine start-up, and taxiing to/from stands are conducted only with clearance from “Almaty Ground."

Prior to flight operations, the flight crew shall monitor ATIS. Between 5 and 25 minutes before the estimated off-block time (EOBT), the crew shall establish contact with “Almaty Delivery” on frequency 120.800 MHz, report the current ATIS designator, and obtain ATC en-route clearance. Before start-up (towing), the crew shall contact “Almaty Ground” on frequency 121.700 MHz, report the current ATIS designator and stand number, and request start-up/towing clearance.

Depending on the ground and air traffic situation and the RWY in-use, the Departure Control Unit (DPR) may implement a “Start-up Management Procedure,” assigning specific start-up times and sequences.

When the aerodrome is operating with RWY 23R or RWY 23L, departure clearance with a heading of 051° is issued at the moment the crew requests start-up (towing) clearance.

Aircraft Marshalling (Follow-me) is provided regardless of the time of day by a follow-me vehicle during Low Visibility Procedures (LVP), in the absence of visible taxiway markings, or upon flight crew request.

Transfer to “Almaty Tower” frequency shall be carried out upon instruction from “Almaty Ground.”

Taxiing to Stands 4–6, which are equipped with a docking guidance system, is performed independently or following a follow-me vehicle until the aircraft enters the system's detection zone. Parking (taxi-in) is performed according to the visual docking system indications. In the event of system failure, parking is performed according to the signals of a marshaller.

Taxiing to Stands 201–205, 204L/204R, 205L/205R, which are equipped with the “VDGS” (Visual Docking Guidance System), is performed independently or following a follow-me vehicle until the aircraft enters the system's detection zone. Parking is performed according to the system indications. In the event of system failure, parking is performed according to the signals of a marshaller..

Parking on stands not equipped with an automated docking system is carried out according to the signals of a marshaller.

Taxi-in and Taxi-out Procedures per Stand:

VIP-South Building Stands: Taxi-in and taxi-out are performed behind a follow-me vehicle. For Stands 1–2, 63, and 64 (nose-in to the VIP-South building), taxi-in is performed under own engine power; taxi-out is performed by towing.
Stands 3–6, 32A–34: Taxi-in is performed under own engine power; taxi-out is performed by towing to the engine start point.
Stand 12: Taxi-in is performed by towing; taxi-out is performed under own engine power.
Stands 48–56: Taxi-in and taxi-out are performed under own engine power as instructed by ATC.
Stand 47: Taxi-in and taxi-out are performed by towing.
Stands 59A, 60A (nose-in facing South): Taxi-in is performed under own engine power provided Stands 58, 59, and 60 are vacant; taxi-out is performed by towing.
Stands 59–60: Taxi-in is performed under own engine power provided Stands 59A–60A are vacant; taxi-out is performed under own engine power provided Stands 59A–60A are vacant.
Stands 601A–607B: Taxi-in is performed under own engine power; taxi-out is performed by towing.
Taxiing onto aircraft stands 59A, 60A is carried out by towing, taxiing out is carried out under its own power when aircraft stands 59, 60 is free.
Stand 79: Taxi-in and taxi-out are performed under own engine power behind a follow-me vehicle.
Stands 201–205, 204L/204R, 205L/205R: Taxi-in is performed under own engine power; taxi-out is performed by towing to the engine start point.

Towing Restrictions on Apron 2:

Towing from Stands 601, 601A, 601B, 602, 602A, and 602B must be carried out along RM L1 to the position abeam Stand 602A. Aircraft engine start-up must be performed only when abeam Stand 602A.

3. Taxiing Restrictions

Turns for aircraft of Code C and higher from TWY B onto RWY 05R/23L towards the threshold of RWY 05R, and from RWY 05R/23L onto TWY B from the direction of the RWY 05R threshold, are prohibited.

On all aprons except for Apron No. 3, taxiing and towing of Code E aircraft with a wingspan not exceeding that of a Boeing 747-400 are permitted.

For aircraft located on TWY F, TWY D, and TWY E, crossing the marked runway holding positions for RWY 23L/05R and RWY 05L/23R without clearance from “Almaty Tower” is prohibited.

For aircraft taxiing out from TWY K and TWY L onto RWY 05L/23R for takeoff from RWY 23L or RWY 23R, crossing the runway holding position markings for RWY 05L/23R without clearance from “Almaty Tower” is prohibited.

Taxiing of Boeing 747-800 (Boeing 747-8F and Boeing 747-8I) aircraft is permitted only on Apron No. 6 via TXL L1 and TWY L. Furthermore, taxiing of Boeing 747-800 aircraft is permitted from Apron No. 6 via TWY B and TWY H for arrival and departure; taxiing is also permitted on RWY 05L/23R, RWY 05R/23L, TWY C, TWY D, TWY E, and TWY F. Taxiing for this aircraft type is prohibited on all other aprons (Nos. 1, 2, 3, 4, and 5).

An aircraft must vacate its assigned stand no later than 1 minute after receiving towing clearance. In the event of a delay in the commencement of towing, the responsible person from the ground handling service (SPO) must re-request clearance or cancel the towing operation.

4. Take-off and landing

Upon reaching the designated runway holding position, the flight crew shall inform “Almaty Tower” and report readiness for takeoff.

After receiving the report of takeoff readiness, “Almaty Tower” may, depending on the air traffic situation, clear the flight crew for a line-up and an immediate takeoff (takeoff from a rolling start). The flight crew is obliged to inform “Almaty Tower” if they are unable to perform an immediate takeoff.

If the runway is occupied or acceptable separation intervals are absent, “Almaty Tower” shall only clear the flight crew for line-up.

Flight crews required to perform backtrack taxiing on RWY 05R or RWY 05L to line up for takeoff on RWY 23R or RWY 23L from TWY A, TWY K, TWY D, or TWY E must obtain clearance for taxiing on RWY 05R or RWY 05L from “Almaty Tower.”

An active runway used for taxiing for the purpose of lining up or vacating the runway functions as a taxiway (TWY) or main taxiway (MTWY). In such cases, flight crews must comply with all taxiing procedures in accordance with the aircraft's Flight Manual (AFM) and other regulatory documents, including taxiing speeds:

Under normal environmental conditions and RWY surface state: Not more than 30 knots (55 km/h) on long runway distances and not more than 20 knots (37 km/h) on short runway distances.
During Low Visibility Procedures (LVP) and meteorological conditions contributing to the degradation of the RWY state: Not more than 10 knots (18 km/h).

Pre-flight cockpit checks must be completed prior to lining up. Checks required while on the runway must be kept to a minimum.

The flight crew shall perform takeoff immediately after receiving takeoff clearance. If the crew cannot meet this requirement, they must inform “Almaty Tower” before entering the runway and provide information regarding the required delay time.

In certain conditions, takeoff from a taxiway/runway intersection may be permitted at the request of the flight crew or at the initiative of “Almaty Tower.” Takeoff shall be performed from a point on the runway where the declared runway characteristics from the start of the takeoff run meet the requirements for the actual takeoff mass and conditions. The final decision regarding an intersection takeoff rests with the Pilot-in-Command (PIC).

Engine warm-up and testing before takeoff are performed on the runway or taxiway only with clearance from “Almaty Tower” following a crew request.

Takeoff and landing with a tailwind are permitted to expedite traffic flow at the request of the flight crew or the initiative of the ATC unit. Responsibility for the decision to perform such a takeoff or landing rests with the PIC.

To reduce runway occupancy time, “Almaty Tower” may issue clearance to land beyond the touchdown zone (except for “Heavy” and “Super” aircraft categories) or to expedite runway vacation. If unable to comply, the crew must immediately inform the controller.

The final decision to perform a takeoff or landing under weather conditions that do not meet the aerodrome operating minima rests with the PIC. In such cases, the ATC clearance for takeoff or landing does not constitute an order to the PIC, and responsibility for the decision and the outcome of the takeoff or landing rests with the PIC.

Runway assignment is made by the ATC unit, taking into account takeoff and landing into the wind, unless safety considerations or traffic situations make another direction preferable. To increase runway capacity, departures with a heading opposite to the runway-in-use are permitted under the following conditions:

Radar control is provided.
Until the departing aircraft reaches an altitude of 3200 FT and establishes contact with Approach (DPC), arriving aircraft are prohibited from descending below 8000 FT.
Departures are performed with the permission of the Flight Supervisor and after prior coordination between the ATC units.

On RWY 05R/23L, at a distance of 2730 m from threshold 05, there is a runway turn pad and markings for the turn pad; the width is 75 m.

When the Runway Condition Code (RWYCC) for RWY 05R/23L is “3” or lower, takeoff and landing are prohibited.

5. Operations on parallel runways 05R / 23L and 05L / 23R

Both runways are intended for departures and arrivals.

Note: In view of the fact that the distance between the runway centerlines is 209 m, there are restrictive bearings and boundaries that do not allow establishing procedures for the divergence of the courses during take-off, the minimum time and linear intervals for all take-off and landing operations are set to the same as with a single runway; simultaneous take-offs and landings under any conditions with parallel runways are not performed.

Flight supervisor decides which runway in use based on analysis of the air and meteorological situation, surface condition, the operability of radio and lighting facilities, and meteorological equipment.

When aircraft is on the holding position on taxiway C, taxiway D, taxiway E or taxiway F, the runway located behind the aircraft is considered as occupied and is not used for takeoff or landing.

Additional departure procedures:

it is permitted to line-up on each runway at the same time; the aircraft that will take-off the second in sequence shall be informed about take-off delay;
the permission for take-off at the same time from both runways is not issued;
to prevent the approach of the aircraft in the case of missed approach of arriving aircraft, the permission for take-off from the parallel runway is not given if the linear separation between the arriving and departing aircraft is 2.2 NM or less.

Additional arriving procedures:

pilots should conduct preliminary preparation for landing on each of the operating runway, if both runways are in use;
if an ILS approach is performed on one runway, approach to second runway can be performed as DVOR DME, RNP approach or visual approach (simultaneous ILS operation on parallel runways is prohibited);
redirection of aircraft to parallel runway during ILS, DVOR DME or RNP approach in IFR conditions after turn to the final approach leg and in VFR flight or IFR flight in VMC after 3 NM from landing RWY THR is not allowed;
redirection of aircraft to parallel RWY in all cases shall be performed after flight crew report about readiness to approach to another RWY.

6. Training and practice flights, check-test and check flights (flyover)

Training and practice flights, check-test and check flights (flyover) of aircraft are carried out in accordance with the requirements established by the flight operation Regulations in Civil Aviation.

IFR flight is conducted in according to established procedures for instrumental take-off and landing approach. After take-off, the crew maintains the specified conditions given by the air traffic controller for entering the approach procedure. VFR flight is performed by an agreed route with the ATSU.

Number of aircraft carried out training or practice flight, check-test and check flights (flyover) within Almaty TMA 1, TMA 2 and CTR, is determined by the air traffic manager of the aerodrome based on the presence of prohibited and restriction areas, air and meteorological conditions.

Depending on the intensity of flights and activated restrictions, flight supervisor could limit the number of training aircraft, to suspend or prohibit the training flights.

Check-test aircraft flights are performed during the daytime with visibility at least 2000 m and the ceiling at least 650 ft for all types of aircraft.

7. Fuel draining

Fuel draining is conducted only in emergency situations that do not allow to decrease the aircraft landing mass by running out of fuel.

Fuel draining is conducted by the designated route of ATSU on height agreed with crew:

Route 1: USUGA - ADABA - TIPSA - USUGA (not lower 8000 FT ALT);
Route 2: DESOK - TIRBA -BAGNA - DESOK (not lower 10000 FT ALT).

In an emergency, the crew could drain the fuel out of the designated route.

If the flight crew needs a radio-silence during the fuel draining, the duration is agreed between the crew and air traffic controller.

Aircraft separation when fuel draining is carried out in accordance with the Procedures for Air Navigation Services "Air Traffic Management" (PANS-ATM) doc 4444 ATM / 501.

8. Low Visibility Procedures (LVP)

LVP are implemented when the RVR is less than 550 m.

The commencement of LVP is announced via ATIS or by the ATC unit with the message: “Low visibility procedures in effect."

RWY 05R, RWY 05L, RWY 23R, and RWY 23L are equipped for take-off under LVP conditions.

RWY 23L is equipped for precision approach and landing according to Category II, IIIA, and IIIB.

Crossing illuminated “STOP” bars is prohibited.

A-SMGCS based on SMR, SSR, MLAT, and ADS-B supports ground movement operations based on established operational procedures.

The flight crew shall be informed by the ATC unit of any changes in the operational status of radio navigation, lighting, and meteorological equipment.

Under Category II and III conditions, ATC units apply additional horizontal aircraft separation.

When RVR is less than 350 m:

Aircraft 180° turns at the thresholds of 23R, 23L and in widening “A” are prohibited.

When RVR not less than 300 m

Aircraft taxiing on aprons and taxiways (with the exception of TWY C, TWY E, TWY D, TWY F) is carried out exclusively behind a follow-me vehicle with a taxi speed limit of not more than 5 knots;
RWY 23L is used for precision approach and landing according to Category II.

When RVR is less than 300 m

TWY B, TWY H, and TWY E, which are not equipped with RCL (Runway Centre Line lights), are not used for aircraft taxiing;
RWY 23L are used for precise approach and landing by category IIIA.
Aircraft taxiing on aprons is carried out exclusively behind a follow-me vehicle with a taxi speed limit of not more than 5 knots.
Engine Operation for Airbus Aircraft in Low Visibility Conditions

1. Engine Ice Shedding Requirements

The engine ice shedding procedure is mandatory when engine icing conditions exist. These conditions are defined as:

(a) Outside Air Temperature (OAT) is < 3°C;
(b) AND active precipitation is present or visibility is < 1600 m.

2. Operational Limitations

(a) The ice shedding procedure must be performed for 30 seconds every 30 minutes.
(b) Takeoff is prohibited if the meteorological visibility is less than 150 m.

3. Engine Ice Shedding Procedures at Almaty Airport (ALA)

Taking into account jet blast impact:

(a) Engine ice shedding on aprons/stands is strictly prohibited.
(b) During taxi-in (after arrival): The procedure shall be performed at the holding points of Taxiways A, C, K, and L.
(c) During taxi-out (before departure): The procedure shall be performed on the runway (RWY) and connecting Taxiways C, D, E, and F.

9. Helicopter Operations

Helicopter taxiing is carried out taking into account wind restrictions according to the AFM (Flight Manual) and provided there is constant visibility of landmarks located ahead.

Air taxiing of helicopters with skid-type landing gear from the stand to the take-off point and back is performed along the route assigned by “Almaty Ground” behind a follow-me vehicle under the responsibility of the PIC (Pilot-in-Command).

Engine start-up, hover checks, and "helicopter-style" take-off/landing are permitted during daylight hours from Apron No. 4, the TWY B junction, and the section of TWY H between TWY K and TWY L, subject to established separation intervals between aircraft take-offs and landings and compliance with the established weather minima for VFR (Special VFR) flights. Responsibility for performing the take-off (landing) in this case rests with the PIC.

Helicopter take-off from the aerodrome is performed after:

the crew requests a hover check and receives clearance from “Almaty Tower”;
the helicopter crew performs the hover check;
the crew reports readiness for take-off (“airplane-style” or “helicopter-style”) and receives take-off clearance from “Almaty Tower”.

For a “helicopter-style” take-off, landing after the hover check is not mandatory. The hover height is determined by the PIC, but the helicopter performing the hover check must not create interference for the take-off and landing of other aircraft.

In the presence of meteorological phenomena or smoke on part of the runway that degrades visibility below the established weather minima for VFR (Special VFR) flights, landing is permitted on that part of the runway where the weather conditions meet the minima (beginning/middle/end). Responsibility for performing such a landing rests with the PIC.

Take-off with a ground roll and landing with a ground run, as well as helicopter take-offs and landings at night or when performing IFR flights, are carried out to/from the runway.

UAAA AD 2.21 Noise Abatement Procedures

1. NOISE ABATEMENT DEPARTURE PROCEDURE

DEP from RWY05L and RWY05R Aircraft operators shall follow NADP 1 noise abatement departure procedure, according to ICAO Doc. 8168 OPS/611 VOL III (PANS-OPS VOL III).

2. NOISE ABATEMENT DEPARTURE PROCEDURE

RWY23L and RWY23R Aircraft operators shall follow NADP 1 noise abatement departure procedure, according to ICAO Doc. 8168 OPS/611 VOL III (PANS-OPS VOL III). The use of noise abatement departure procedure 1 (NADP1) as mentioned in ICAO Doc 8168 Volume III is recommended for all jet aircraft departures from ALA airport. If for operational reasons compliance with the recommended procedure is not possible, procedure NADP2 may be used.

3. Arrival procedures

for details see UAAA AD 2.22 para 7 CONTINUOUS DESCENT OPERATION

4. Selection of RWY in use

1. The term “RWY in use” indicates the RWY that, at a particular time, is considered by ALA TWR to be the most suitable for use by the types of aircraft expected to land or take-off at the aerodrome.

2. Accepting a runway is a pilot’s decision. If the pilot-in-command considers the runway-in-use not usable for the reason of safety, he shall request permission to use another runway. ATC will accept such request, if traffic and air safety conditions permit.

5. Auxiliary Power Unit (APU) Usage Restrictions

There are restrictions for APU usage at all PBB stands of Terminal 2 of ALA airport. The core purpose is to minimize the aircraft's carbon footprint (emissions and noise) through the mandatory utilization of Fixed Electrical Ground Power (FEGP) and Pre-Conditioned Air (PCA). All airport users must strictly comply with the following hierarchy of power source usage at Terminal 2 stands, where the APU is strictly a Contingency Source.

Priority	Aircraft Power Source	Cabin Conditioning (Cooling/Heating/Ventilation)
Primary Source	Fixed Electrical Ground Power (FEGP)	Pre-Conditioned Air (PCA)
Secondary Source	Mobile GPU	Mobile PCA
Contingency Source	APU	APU

Permissible APU Usage Timeframes are as follows:

Phase	Aircraft Type	Restriction
Arrival	All aircraft	APU must be shut down 10 minutes after Actual Time of Arrival (ATA).
Departure	Narrow-body	APU start is allowed 10 minutes prior to Estimated Time of Departure (ETD).
Departure	Wide-body	APU start is allowed within 20 minutes prior to Estimated Time of Departure (ETD).

APU use beyond standard time limits is only permitted under the following conditions:

Exemption Condition	Aircraft Type	APU Start Permission (prior to ETD)
Extreme Weather/PCA Failure	Narrow-body	30 minutes
Extreme Weather/PCA Failure	Wide-body	55 minutes
System Testing	All Aircraft	Requires temporary exemption from ALA Airport Manager (ADM).

Note on Extreme Weather: When APU is used to achieve desired cabin temperature, PCA must immediately be used to maintain the temperature thereafter.

UAAA AD 2.22 Flight Procedures

1. General provisions

In the aerodrome area of Almaty the flights are conducted on IFR and VFR.

While VFR and IFR flights in aerodrome control area of Almaty is necessary:

Have a permission of ATSU prior to entry into the relevant area of responsibility;
At the request of the ATSU to inform the location;
Follow the instructions of the appropriate ATSU;
To have and continuously support two-way radio communication in the VHF range.

IFR and VFR flights are conducted at assigned flight level (altitude) in accordance with the rules of vertical, longitudinal and lateral separation maintaining the established intervals.

IFR flights take precedence over the VFR flights.

If it is necessary, the arriving aircraft hold a course for to the holding area. To regulate the longitudinal intervals between aircraft crew can be instructed to conduct the flight in orbit (turn at 360 °) with statement of the place and side of the turn.

In the event of a threat to flight safety it is allowed to change assigned flight altitude (flight level) and crabbing from desired track. If you deviate from assigned desired track or flight altitude the pilot-in command immediately inform about their actions the ATS, which controls the aircraft.

During the initial contact with the “Almaty Approach” air traffic controller at a frequency of 118.3 MHz, the crew informs an index of current ATIS information and identification index of aircraft.

“Almaty Approach” or “Almaty Circuit” designate the information about activities of the forbidden zones, restricted flight area, danger areas, airdropping of parachutes and flight of balloons in the aerodrome area borders in real time, overflying permit and the go-around route "Almaty Approach" or " Almaty Circuit".

IFR flights are not carried out beyond the limiting bearing determined by the geographical coordinates 431116N 0763518E (R238° D24.5 ATA) - 431042N 0765041E (R217° D15 8. ATA) - 432229N 0770507E (DVOR/DME ATA) - 432733N 0774145E (R074° D27.2 ATA), below flight level FL190.

2. Procedures of IFR flights within an aerodrome control area (CTR)

Takeoff and initial climb is conducted by standard routes shown on the Standard Instrument Departure (SID) charts Runway 05R / L (runway 23L / R) or on trajectory defined by ATS.

Arrival is carried out by standard routes shown on the Standard instrument arrival (STAR) Runway 05R/L (runway 23L / R) or on trajectory defined by ATS.

The flight crew is required to withstand the prescribed standard route of Instrument departure (SID) and arrival (STAR), and in the case of deviations, go on an assigned track immediately.

If an aircraft, forces to standard Instrument departure route (SID) is issued a clearance for climb to (altitude), located above the flight level shown on the SID, an aircraft follows the published vertical profile of a SID, if such restrictions are prescribed standard route of Instrument departure.

In those cases, when arriving at a standard instrument arrival route (STAR) aircraft is cleared to descend to a flight level lower than flight level of the STAR, an aircraft follows the published vertical profile of STAR, if such restrictions are not cancelled by ATS.

The flight crew must withstand specified limit airspeed, if otherwise specified from the ATS. The translational indicated airspeed regulation of aircraft is applied for a traffic flow regulation in order to ensure intervals necessary for landing, taking into account the characteristics of the aircraft.

“Almaty Circuit” and “Almaty Tower” ATC units determine ability to perform visual landing approach based on the analysis of air condition and weather conditions.

3. VFR procedures within the aerodrome control zone (CTR)

Air traffic service in the control zone of the Almaty aerodrome is carried out by the controller of the “Tower” ATC unit. The aircraft flights within CTR are performed on absolute altitudes according to the QNH pressure of the Almaty airfield. Flight altitudes are calculated by the aircraft crew in accordance with the Civil Aviation Flight Rules of the Republic of Kazakhstan.

Air traffic controller of “Tower” ATC unit assigns the altitude (flight level) of the flight, the functions of Air traffic service does not include ground and artificial obstacles collision avoidance.

The aircraft crew shall ensure that the clearance issued by the ATS unit in this regard is safe. Bypass of artificial obstacles by the aircraft crew is carried out independently.

Transit VFR flights of the aircraft through the CTR of the Almaty aerodrome are carried out with permission and under the control of the “Tower” ATC unit in accordance with the airspace classification.

Coordination of the entrance and the conditions for the transit of the CTR airspace of the Almaty aerodrome by the aircraft crews flying in uncontrolled airspace is carried out in accordance with the current rules. The aircraft crew, five minutes prior to the scheduled entry time into the aerodrome control zone, requests permission from the «Tower» ATC unit to enter, specifying the entry point and flight altitude. Entry is allowed only after obtaining approval under the conditions, conveyed by the «Tower» ATC unit.

Crossing the runway alignment, within Almaty CTR, is made only with the permission of the air traffic controller of the “Tower” ATC unit at a safe altitude according to the QNH pressure of the aerodrome.

Entry of aircraft of category A and helicopters flying in VFR at 5200ft and below to the control zone (CTR) is carried out only with the permission of the air traffic controller of the “Tower” ATC unit through the reference waypoint.

After passing the reference waypoint the air traffic controller of the “Tower” ATC unit issues permission to fly to the nearest turn of the corresponding flight circle.

When the aircraft enters the runway "05 Left" / "05 Right" (left flight circle), enter the circle:

from reference waypoints MIKE, YANKEE, ZULU, PAPA, VICTOR, holding JULIETT – left hand turns
from reference waypoints SIERRA, ROMEO, OSCAR, holding TANGO – right hand turns

When the aircraft enters the runway "23 Left" / "23 Right" (right flight circle), enter the circle:

from reference waypoints MIKE, YANKEE, ZULU, PAPA, VICTOR, holding JULIETT – right hand turns
from reference waypoints SIERRA, ROMEO, OSCAR, holding TANGO – left hand turns

Entry of aircraft into the flight circle for landing approach is carried out only with the permission of the air traffic controller of the “Tower” ATC unit.

The reference waypoints of CTR are used by the air traffic controller of the “Tower” ATC unit to regulate the sequence of aircraft landing at the Almaty aerodrome and as holding areas for aircraft of categories A and helicopters. Flights of aircraft in holding area are performed by the command of the air traffic controller of the “Tower” ATC unit at the specified altitude and are performed with a left turn. If the air situation requires the aircraft to hold in the immediate vicinity of the runway, the air traffic controller of the “Tower” ATC unit allows the orbit (left / right 360 ° turn) at any designated radial distance from DVOR / DME ATA.

Exit of aircraft of category A and helicopters flying in VFR at 5200ft and below from the control zone (CTR) is carried out at the shortest distance (unless otherwise prescribed by the the air traffic controller of the “Tower” ATC unit) through the reference waypoint.

When the aircraft departs from the runway “05 Left” / “05 Right”:

to reference waypoints MIKE, YANKEE, ZULU, PAPA, VICTOR – left hand turns
to reference waypoints SIERRA, ROMEO, OSCAR – right hand turns

When the aircraft departs from the runway “23 Left” / “23 Right”:

to reference waypoints MIKE, YANKEE, ZULU, PAPA, VICTOR – right hand turns
to reference waypoints SIERRA, ROMEO, OSCAR – left hand turns

Table 1: Visual reference of VFR flights within Almaty CTR
№	Waypoint name	Type	Visual reference	Geographical coordinates	Radial and distance from DVOR/DME «ATA»
1	OSCAR	Entry/exit	power transmission line pole	432152N 0771116E	093° / 4,5 NM
2	ROMEO	Entry/exit	SW outskirts of Alatau	432018N 0770807E	130° / 3,1 NM
3	SIERRA	Entry/exit	SE outskirts of Besagash	431749N 0770306E	192° / 4,9 NM
4	TANGO	Holding	Eastern outskirts of Tuzdybastau	431953N 0770453E	179° / 2,6 NM
5	VICTOR	Entry/exit	Water basin / lake of Zhalkamys river	432732N 0770743E	015° / 5,4 NM
6	PAPA	Entry/exit	Eastern outskirts of Kyzyltu	432504N 0770450E	350° / 2,6 NM
7	MIKE	Entry/exit	warehouse of “Metro” hypermarket	431853N 0765356E	241° / 8,9 NM
8	JULIETT	Holding	southern outskirts of Zhana Kuat cottage town	432318N 0770147E	284° / 2,6 NM
9	YANKEE	Entry/exit	Y-shaped road intersection (Burundaiskaya Street and Highway)	432102N 0765419E	255° / 8 NM
10	ZULU	Entry/exit	separate structure of utility building (south of the intersection of the Esentai and Baskarasu rivers)	432302N 0765829E	271° / 4,9 NM

4. Radar procedures within a aerodrome control area (CTR)

To regulate the order of the landing approach and compliance with safe intervals from any point of the scheme it is possible to control the movement of aircraft for altitude and direction by ATS air traffic controller by radar vectoring. Direction for reaching the flight level (altitudes) is carried out in accordance with the ATC Surveillance Minimum Altitude Chart ICAO.

Landing approach procedures with the help of surveillance radar is not applied.

In the absence of radar control, but the stable operation of the flight and navigation equipment the flight crew is allowed to conduct the landing approach in accordance with the published IFR approach procedures in accordance without radar or conduct a visual landing approach.

During IFR flights in the absence of radar control and unstable operation of aircraft navigation equipment the decrease from the lower safe flight level (FL200) is not allowed. In this case, the aircraft should follow the alternate aerodrome.

5. Radio contact loss (failure)

Warning: the procedures are conducted during radio contact loss (failure) have differences with standards, recommended practices and regulations of ICAO (Annex 2 ICAO).

When radio communication loss the crew must:

switch on SOS-signal, set up code 7600;
use the emergency frequency of 121.5 MHz, radio contact with other aircraft and ATS points;
guard the frequency DVORATA (116,4 MHz) or locator beacon (763 kHz) for getting information and air traffic controller instruction;
when radio contact losing after takeoff to land or follow the destination aerodrome in accordance with the conditions, issued by the ATS;
conduct aerodrome approach and landing approach by approach procedure;
when flight without a radio contact at night the location of aircraft denote by periodic switching on the landing lights or beacon lights flashing.

6. The emergency landing procedure

In the event of an emergency on the aircraft at takeoff phase, aircraft pilot-in-command determines the necessary manoeuvre in order to ensure the safety of aircraft.

7. Continuous Descent Operation

CDOs are performed during periods of low traffic density at ATC discretion.
CDOs are executed only by ACFT that use standard arrival procedures RNAV1 based on GNSS.
Although these procedures are designed as a closed path, they permit distance planning for CDO, allowing the ACFT Flight Management System/Computer (FMS/FMC) to accurately execute automated optimized descents when:
- ACFT is cleared to proceed to a waypoint or via a combination of waypoints in order to provide an optimum lateral flight path up to and including the FAP and thus the exact distance to the RWY is known prior to start of the continuous descent operation; or
- the pilots of the ACFT that to be vectored to final are provided with distance-to-go information.
CDOs are authorized only when following conditions are respected:
- ILS of RWY intended for landing is in operation;
- no adverse weather conditions that may affect CDO;
- no system degradations that may affect GNSS or ILS operation.
After receiving “WHEN READY DESCEND TO (LEVEL)” or “DESCEND TO (LEVEL) AT PILOTS DISCRETION” clearance the pilot is allowed to plan/optimize vertical profile in order to apply CDO to FAP.
Depending on traffic, CDO may start from TOD or lower levels.
In accordance with appropriate ATC clearances, CDO can start from the TOD when ACFT is cleared to a waypoint or via a combination of waypoints for direct routing/shortcut and the horizontal trajectory is defined up to and including the FAP. Thus, the exact distance to RWY is known and the descent profile can be readily calculated by the appropriate on board system (FMS) prior to start of the CDO.
After clearance “WHEN READY DESCEND TO (LEVEL) " or “DESCEND TO (LEVEL) AT PILOTS DISCRETION” pilot should maintain the cruising/last assigned level until the optimal descent point/TOD that is determined by pilot or FMS, then start descent with no extra requests unless other ATC instructions are issued.
If necessary ATC may issue additional instructions: “WHEN READY DESCEND TO (LEVEL), REPORT LEAVING (or REPORT TOP-OF-DESCENT)”
Considering airspace structure, ATC issues an instruction to descend to level(s) above level of FAP. Wherein ATC issues further descent instruction prior to CDO flight reaching 3000 feet (900 m) above last assigned level.
It is preferable if CDO is commenced from top of descent. If it is not feasible due to traffic, CDO may be initiated from any lower level.
As a portion of the procedure consists of vectoring, the specific distance to RWY threshold is not known to a pilot prior to start of the CDO. In such cases, ATC will provide the pilot with an estimate of the flight track-miles to the RWY threshold as distance-to-go information. The pilot will use this information to determine the optimum descent rate to achieve a CDO.

8. Continuous Climb Operation

Continuous Climb Operations (CCO) are conducted along standard instrument departure routes (SID RNAV1) using GNSS. The feasibility of CCO is determined by the ATC based on the current air traffic situation and operational traffic density.

UAAA AD 2.23 Additional Information

1. Accepted exceptions, exemptions and restrictions in aerodrome certificate.

Regulatory reference	Requirement of regulations	Description of exceptions, exemptions and restrictions	Measures taken and validity period
Section 2. point 16. Standards of Aerodromes (Heliports) Operation Civil Aviation Republic Kazakhstan.	Runway strip physical characteristics	Runway strip for runway 05R/23L, has dimensions less than the established in legislation.	An equivalent level of safety has been approved 25.09.2020 to 31.12.2022
Section 10. point 168. Standards of Aerodromes (Heliports) Operation Civil Aviation Republic Kazakhstan.	The length of the approach lights	The length of the approach lights with landing direction 51* for runway 05R/23L is less than the established in legislation.	Does not affect for operations.
Section 2. point 43. Standards of Aerodromes (Heliports) Operation Civil Aviation Republic Kazakhstan.	Radius of turn-off curve	Radius of turn-off curve is less than the established in legislation.	Restrictions on turning-off for aircrafts with the code letter C and higher until the reconstruction of this section

2. Ornithological situation in the aerodrome area.

The ornithological situation in the aerodrome area is determined by the seasonal and daily migration of birds. The Almaty aerodrome is surrounded by fields and residential areas, and on the approach to RWY 23L, 23R by agricultural fields.

2.1 Seasonal migration of birds (time)

The period of spring migration - activity from late February to late May, the most active peak migration in April, but there bay be changes when the climatic conditions change. The danger is posed by rooks, jackdaws, pigeons, buzzards, kestrels, kites, pheasants, cranes, owls, rolling rollers, ducks, waders, etc. Bird activity is observed in the morning hours from 00:00 to 03:00 (UTC) and in the evening from 12:00 to 15:00 (UTC).

The period of autumn migration is active from mid-August to the end of November, also depending on the climate and sharp changes in weather conditions.

The danger is posed by rooks, jackdaws, pigeons, buzzards, kestrels, kites, pheasants, cranes, owls, rolling rollers, ducks, waders, etc.

The most active flight hours are from 23:00 to 03:00 (UTC), evening movements from 11:00 to 15:00 (UTC).

The intensity of bird migration increases during agricultural work and the maturation of cereals and other crops.

During these times, pilots are advised to turn on landing lights when flying in the aerodrome area, during takeoff, landing approach, and during climb and descent.

Spring and Autumn periods are characterized by movements of migratory birds: rooks flights 300-600 individuals from 01:00 to 03:00 hours (UTC) from west to east and from 12:00 to 15:00 (UTC) from east to west at the altitude of 200-600 FT.

In summer, in the morning and evening hours, a flight of flocks of birds of prey from 5 to 20 individuals is observed at a relative altitude of up to 600 FT and rollers at an altitude of 33 FT. All year round, there are flights of pigeons, corvids at relative altitude of up to 200 FT in flocks of 15-25 individuals and more.

2.2 Direction

The main directions of migration in spring are from southwest to northeast, in autumn in the opposite direction. In autumn, in the area of the aerodrome and at the aerodrome, a large number of mynah, black crows are accumulated, representing a serious danger for flights from sunrise to sunset.

On the territory of the airside area, the main flights occur from NW to SE and in the opposite direction.

2.3 Altitude

The altitude of flights depends on the season and weather conditions. Different types of birds fly at different heights.

Approximate heights of flights of various bird species found on the airfield and near the airside area and aerodrome:

ducks - from 295 to 9842 FT;
larks and various waders - from 131 to 4593 FT;
birds of prey - from 328 to 26246 FT;
lane and pink starlings - from 133 to 1509 FT;
swallows - from 16 to 66 FT;
seagulls - from 328 to 1640 FT;
sparrows - from 16 to 49 FT;
owls - from 16 to 98 FT;
pheasants - from 3 to 16 FT;

2.4 Intensity of bird migration

Bird migration takes place around the clock.

2.5 Daily migration of birds

2.5.1 Daily migration of birds (time)

From dawn to the onset of evening twilight

2.5.2 Direction

Flights over the terrain and to feeding bases with the intersection of the takeoff and landing course from NW to SE.

2.5.3 Altitude

Flights from 32 to 492 FT. Mass flights of corvids at altitudes of 164-1640 FT.

2.6 Radar control over the flying of birds

Radar control over the flying of birds in the area of the aerodrome in not provided.

2.7 Information transmission

Information about the ornithological situation is transmitted via the ATIS broadcasting channel in English and Russian and, if necessary, thorough the ATM dispatcher. In case of complication of the ornithological situation in the aerodrome area, it is possible for a short-term inclusion in the ATIS report of additional concretizing information about the peculiarities of the ornithological situation.

UAAA AD 2.24 Charts Related To An Aerodrome

Name	Page
Aerodrome Chart - ICAO
Aerodrome Chart - ICAO	../graphics/eAIP/UAAA AD 2.24.1.pdf
Aerodrome Ground Movement and Parking Chart - ICAO
	../graphics/eAIP/UAAA AD 2.24.3.pdf

Aerodrome Obstacle Chart – ICAO Type A RWY 05L/23R
Aerodrome Obstacle Chart – ICAO Type A RWY 05L/23R	../graphics/eAIP/UAAA AD 2.24.4-1.pdf
Aerodrome Obstacle Chart – ICAO Type A RWY 05R/23L
Aerodrome Obstacle Chart – ICAO Type A RWY 05R/23L	../graphics/eAIP/UAAA AD 2.24.4-2.pdf
Precision Approach Terrain Chart – ICAO RWY 23L
Precision Approach Terrain Chart – ICAO RWY 23L	../graphics/eAIP/UAAA AD 2.24.5-1.pdf
Precision Approach Terrain Chart – ICAO RWY 23R
Precision Approach Terrain Chart – ICAO RWY 23R	../graphics/eAIP/UAAA AD 2.24.5-2.pdf
Area Chart - ICAO
Area Chart - ICAO	../graphics/eAIP/UAAA AD 2.24.6.pdf
Standard Departure Chart Instrument (SID) RWY 05R/L ICAO
	../graphics/eAIP/UAAA AD 2.24.7-1.pdf

Standard Departure Chart Instrument (SID) RWY 05R/L ICAO
	../graphics/eAIP/UAAA AD 2.24.7-2.pdf

Standard Departure Chart Instrument (SID) RWY 05R/L ICAO
	../graphics/eAIP/UAAA AD 2.24.7-3.pdf

Standard Departure Chart Instrument (SID) RWY 23L/R ICAO
	../graphics/eAIP/UAAA AD 2.24.7-4.pdf

Standard Departure Chart Instrument (SID) RWY 23L/R ICAO
	../graphics/eAIP/UAAA AD 2.24.7-5.pdf

Standard Departure Chart Instrument (SID) RWY 23L/R ICAO
	../graphics/eAIP/UAAA AD 2.24.7-6.pdf

Standard Departure Chart Instrument (SID) RNAV RWY 05R/L ICAO
	../graphics/eAIP/UAAA AD 2.24.7-7.pdf

Standard Departure Chart Instrument (SID) RNAV RWY 05R/L ICAO
	../graphics/eAIP/UAAA AD 2.24.7-8.pdf

Standard Departure Chart Instrument (SID) RNAV RWY 05R/L ICAO
	../graphics/eAIP/UAAA AD 2.24.7-9.pdf

Standard Departure Chart Instrument (SID) RNAV RWY 23L/R ICAO
	../graphics/eAIP/UAAA AD 2.24.7-10.pdf

Standard Departure Chart Instrument (SID) RNAV RWY 23L/R ICAO
	../graphics/eAIP/UAAA AD 2.24.7-11.pdf

Standard Departure Chart Instrument (SID) RNAV RWY 23L/R ICAO
	../graphics/eAIP/UAAA AD 2.24.7-12.pdf

Standard Departure Chart Instrument (SID) RNAV RWY 23L/R ICAO
	../graphics/eAIP/UAAA AD 2.24.7-13.pdf

Standard Arrival Chart Instrument (STAR) RWY 05R/L ICAO
	../graphics/eAIP/UAAA AD 2.24.9-1.pdf

Standard Arrival Chart Instrument (STAR) RWY 05R/L ICAO
Standard Arrival Chart Instrument (STAR) RWY 05R/L ICAO	../graphics/eAIP/UAAA AD 2.24.9-2.pdf
Standard Arrival Chart Instrument (STAR) RWY 05R/L ICAO
	../graphics/eAIP/UAAA AD 2.24.9-3.pdf

Standard Arrival Chart Instrument (STAR) RWY 05R/L ICAO
Standard Arrival Chart Instrument (STAR) RWY 05R/L ICAO	../graphics/eAIP/UAAA AD 2.24.9-4.pdf
Standard Arrival Chart Instrument (STAR) RWY 23L/R ICAO
	../graphics/eAIP/UAAA AD 2.24.9-5.pdf

Standard Arrival Chart Instrument (STAR) RWY 23L/R ICAO
Standard Arrival Chart Instrument (STAR) RWY 23L/R ICAO	../graphics/eAIP/UAAA AD 2.24.9-6.pdf
Standard Arrival Chart Instrument (STAR) RWY 23L/R ICAO
	../graphics/eAIP/UAAA AD 2.24.9-7.pdf

Standard Arrival Chart Instrument (STAR) RWY 23L/R ICAO
Standard Arrival Chart Instrument (STAR) RWY 23L/R ICAO	../graphics/eAIP/UAAA AD 2.24.9-8.pdf
Standard Arrival Chart Instrument (STAR) RNAV RWY 05R/L ICAO
	../graphics/eAIP/UAAA AD 2.24.9-10.pdf

Standard Arrival Chart Instrument (STAR) RNAV RWY 05R/L ICAO
	../graphics/eAIP/UAAA AD 2.24.9-12.pdf

Standard Arrival Chart Instrument (STAR) RNAV RWY 05R/L ICAO
	../graphics/eAIP/UAAA AD 2.24.9-13.pdf

Standard Arrival Chart Instrument (STAR) RNAV RWY 05R/L ICAO
	../graphics/eAIP/UAAA AD 2.24.9-15.pdf

Standard Arrival Chart Instrument (STAR) RNAV RWY 23L/R ICAO
	../graphics/eAIP/UAAA AD 2.24.9-16.pdf

Standard Arrival Chart Instrument (STAR) RNAV RWY 23L/R ICAO
	../graphics/eAIP/UAAA AD 2.24.9-17.pdf

Standard Arrival Chart Instrument (STAR) RNAV RWY 23L/R ICAO
	../graphics/eAIP/UAAA AD 2.24.9-18.pdf

Standard Arrival Chart Instrument (STAR) RNAV RWY 05R/L ICAO
	../graphics/eAIP/UAAA AD 2.24.9-19.pdf

Standard Arrival Chart Instrument (STAR) RNAV RWY 05R/L ICAO
	../graphics/eAIP/UAAA AD 2.24.9-20.pdf

Standard Arrival Chart Instrument (STAR) RNAV RWY 05R/L ICAO
	../graphics/eAIP/UAAA AD 2.24.9-22.pdf

Standard Arrival Chart Instrument (STAR) RNAV RWY 23L/R ICAO
	../graphics/eAIP/UAAA AD 2.24.9-23.pdf

Standard Arrival Chart Instrument (STAR) RNAV RWY 23L/R ICAO
	../graphics/eAIP/UAAA AD 2.24.9-24.pdf

Standard Arrival Chart Instrument (STAR) RNAV RWY 23L/R ICAO
	../graphics/eAIP/UAAA AD 2.24.9-25.pdf

ATC Surveillance Minimum Altitude Chart - ICAO
ATC Surveillance Minimum Altitude Chart - ICAO	../graphics/eAIP/UAAA AD 2.24.10.pdf
Instrument Approach Chart – ILS/DME RWY 05R ICAO
	../graphics/eAIP/UAAA AD 2.24.11-1.pdf

Instrument Approach Chart – ILS/DME - Y RWY 05L ICAO
	../graphics/eAIP/UAAA AD 2.24.11-2.pdf

Instrument Approach Chart – ILS/DME - Z RWY 05L ICAO
	../graphics/eAIP/UAAA AD 2.24.11-3.pdf

Instrument Approach Chart – ILS/DME - Y CAT II & III RWY 23L ICAO
	../graphics/eAIP/UAAA AD 2.24.11-4.pdf

Instrument Approach Chart – ILS/DME - Y CAT II & III RWY 23R ICAO
	../graphics/eAIP/UAAA AD 2.24.11-5.pdf

Instrument Approach Chart – ILS/DME - Z CAT II & III RWY 23R ICAO
	../graphics/eAIP/UAAA AD 2.24.11-6.pdf

Instrument Approach Chart – LOC/DME RWY 05L ICAO
	../graphics/eAIP/UAAA AD 2.24.11-7.pdf

Instrument Approach Chart – VOR/DME RWY 05L ICAO
	../graphics/eAIP/UAAA AD 2.24.11-8.pdf

Instrument Approach Chart – VOR/DME RWY 05R ICAO
	../graphics/eAIP/UAAA AD 2.24.11-9.pdf

Instrument Approach Chart – VOR/DME RWY 23L ICAO
	../graphics/eAIP/UAAA AD 2.24.11-10.pdf

Instrument Approach Chart – RNP RWY 05L ICAO
	../graphics/eAIP/UAAA AD 2.24.11-11.pdf

Instrument Approach Chart – RNP RWY 05R ICAO
	../graphics/eAIP/UAAA AD 2.24.11-12.pdf

Instrument Approach Chart – RNP RWY 23L ICAO
	../graphics/eAIP/UAAA AD 2.24.11-13.pdf

Instrument Approach Chart – RNP RWY 23R ICAO
	../graphics/eAIP/UAAA AD 2.24.11-14.pdf

Visual Approach chart – ICAO
Visual Approach chart – ICAO	../graphics/eAIP/UAAA AD 2.24.12.pdf
VFR Departure/Arrival Chart
VFR Departure/Arrival Chart	../graphics/eAIP/UAAA AD 2.24.14.pdf

UAAA AD 2.25 Visual segment surface (VSS) penetrations

No penetrations