Archive for category Asia

Dushanbe, Tajikistan DYU/UTDD

Dushanbe, Tajikistan


The airport lies in an E/W river valley with terrain rising steeply to the N and S. The airport is situated on the N bank of the river in the S outskirts of the city. The 4,000ft contour lies just 3nm N and 6nm to the S.


Expect radar vectors to final approach. ATC may expect the aircraft to make its own turn onto final approach and may not issue a clearance. Clearance to land is given once the crew has confirmed that the landing gear is down.

Caution: Approaches normally flown on QFE at this airport. Request an approach on QNH.


The threshold of RWY 27 is considerably inset because of local terrain.
Precision approach to RWY 09 only.

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Bali, Indonesia DPS/WADD

Bali, Indonesia


The airport lies 7nm S of the town of Denpasar and is located on a narrow piece of land joining the main part of the island of Bali with a peninsula to the S. Terrain to the N is flat until 9nm where it then rises steadily reaching 7,500ft amsl by 25nm N and over 10,300ft by 31nm NE of the airport. High ground on the peninsula reaches 750ft amsl by 5nm S of the airport.


There is an ILS approach to RWY 27 and a VOR/DME approach to both runways.
VOR/DME 09 descent angle is shallower than that of the RWY 09 PAPIs.


Caution: Birds congregate on the runway leading to a high bird-strike risk.


Northbound SIDs require a high ROC to clear the high ground.

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Da Nang, Vietnam DAD/VVDN

Da Nang, Vietnam


During 2010, Da Nang will be undergoing major works to improve facilities; this will include the lengthening of one RWY from 3048-3500m, improving RAMP and TWY, and the building of a new Terminal – check NOTAMs for last data.

Da Nang is a busy joint civil/military airfield. RWY 17L/35R is for use by civil aircraft, RWY 17R/35L is for military use, and can only be made available in special cases on request.

There are two danger areas to the E and W of the airfield at a range of 15nm and 13nm respectively up to FL 230; these will be notified as active by ATC.


Da Nang is a major port on the E coast of Vietnam. The airfield has an elevation of 33ft and is situated on flat, sandy ground 3nm SW of the city. An isthmus and headland reach nearly 2300ft asl 7nm to the NE of the airfield. Inland, the terrain rises rapidly reaching nearly 1200ft asl within 4nm to the W, nearly 3,700ft asl at 11nm to the W, and over 5,600ft asl 22nm to the W. In line with the RWY extended centre lines to the N, is a promontory that reaches nearly 800ft asl at range l0nm from the RWY17 thresholds. Inland from the promontory, the terrain rises rapidly to over 5,000ft asl at a point 16nm NW of the airfield. S of the airfield the terrain is flat for about l2nm and then rises reaching nearly 3,200ft asl 19nm to the S. The highest MSA within 25nm is 7700ft to the W.


Da Nang is in a typical tropical monsoon zone, with high temperature and equable climate. There are two seasons; the wet season lasts from Aug-Dec, and the dry season from Jan-Jul. Cold spells are occasional in winter, but they are not severe and are short. Annual average temperature is 26deg C. Average humidity is 83.4% with the highest being in Oct and Nov (85.67% – 87.67%). Average rainfall is 2500mm per year with the highest being in Oct and Nov (550-1000mm). CB activity is most frequent from Apr-Oct.


The airport is H24 (UTC+7) and RFFS CAT 8.

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Banda Aceh, Indonesia BTJ/WITT

Banda Aceh, Indonesia


Much rebuilding has taken place at Banda Aceh since the tsunami of December 2004. The terminal, runway, taxiways and apron have been renewed and the airport infrastructure is significantly better than most Indonesian airports.

The security situation has improved in recent years but Foreign Office and company security advice should be checked before operating through Banda Aceh.

There is uncertainty over terrain and spot height information close to the airport and discrepancies in the Jeppesen airport layout chart.


25nm MSAs over 7,400 feet amsl to south, 7000ft to NE, 3200ft to NW, and there are grid MORAs over 12,000 feet amsl near by..


No radar; the nearest is at MEDAN. Instrument approaches only to RWY 17. There is a displaced Threshold of 300m for RWY 17 with co-located PAPI.

Preferred landing RWY 17. The ILS glideslope for this runway is unreliable during the latter part of the approach – use LOC ONLY procedure (LOC and V/S modes) and minimums.

Circling to RWY 35 only to the West. There is significant terrain just outside the Category D circling area, ensure the aircraft remains within the circling area. There is uncertainty over terrain and spot height information and the charted circling minima after ILS, VOR and VOR/DME RWY 17 should be treated with caution. Note that the NDB circling minima is over 2,000 feet.


A new taxiway runs from the southeast corner of the apron to the threshold of RWY 35 but PCN restrictions apply.
ATC can be contacted on HF, callsign ‘Banda Aceh Radio’ on frequencies 6589, 8070, 5188 kHz.


Expect Departures to the E via DUAMO 1A/B SIDs.
Depart on 35 when performance allows. If departing RWY 17, expedite climb through 1,500 feet amsl.


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Banjarmasin, Indonesia BDJ/WAOO

Banjarmasin, Indonesia


There is work in progress to renew the runway, section by section, but the whole length should be available for Hajj operations.

Caution – smoke due to forest burning can reduce visibility significantly. Actual visibility may be below landing minima. ATC may not be aware of the reduced visibility.


Banjarmasin is close to the coast of Southern Kalimantan, the immediate area is flat, but terrain to the North is high with Grid MORA indicating incomplete survey of the terrain. Based on the BDM VOR/DME, within 25nm, the highest MSA is 5000ft to the SE, 3000ft to the NE, 2500ft to SW and 1500ft to NW.


ILS and non-precision approaches are available for RWY 10. There are no instrument approaches available to runway 28.
The NDB is described as ‘unreliable’.

The runway is reported as rough.


There is a half turning circle to the north of the RWY 28 threshold not shown on the Jeppesen 11-1 chart. The ‘old’ half circle located about 300m from the RWY 28 threshold is in very poor condition – do not use.

The Jeppesen airport chart does not show parking positions.
Hajj and other jet transport aircraft are parked on the apron served by taxiways C and D.

Taxiway C is in very poor condition – do not use.

Taxiway D has recently been rebuilt and is in good condition, consisting of a concrete central taxiway with asphalt shoulders, totalling 23m.

Caution – The runway edge lights are set between 1.5m and 2m outside the runway edge lines.


The RWY surface has been extensively patched but remains somewhat rough. Consider using flaps 20 and not fully reducing thrust.


ATC can be contacted via HF, callsign ‘Banjarmasin Information’ on frequencies 8882, 9002, 3416, 5574, 6577, 11309 kHz.

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Abu Dhabi (Al Bateen), UAE AZI/OMAD

Abu Dhabi (Al Bateen), UAE


Al Bateen Executive Airport is located 9nm W of Abu Dhabi International Airport on the eastern outskirts of the city.

Caution: There are several obstacles surrounding the airport most noticeably to the SE where the Sheikh Zayed Mosque is located 800m from the RWY 31 threshold reaching 384ft amsl.


Approaches and PAPIS have a descent angle of 3.50°.
No circling minima published. All visual circuits are to be flown to the W of the RWY.


Caution: Early consideration of take-off performance prior to loading final fuel is essential. T/O performance is limited from RWY 13 due to the location of the Mosque. A Tailwind departure from RWY 31 offers improved performance.


Both RWY thresholds are significantly displaced.

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Aqaba, Jordan AQJ/OJAQ

Aqaba, Jordan

King Hussein Intl


Note: The airport is situated in close proximity to the Israeli border.

Aqaba is situated 4nm N of the town and 1nm E of the Jordan/Israel border. The airport lies at 175ft amsl surrounded by high terrain with a MSA of 8,000ft amsl.

The runway is orientated along a steep sided N-S valley with the 1,500ft amsl contour only 3nm to the E and 6nm to the W. The terrain to the E rises to over 5,000ft amsl within 6nm, while to the W the ground reaches 3,000ft asl by 10nm. On the extended centre line to the N the terrain reaches nearly 400ft amsl at 3nm and nearly 900ft amsl at 6nm.


Cairo ATC provides procedural separation between aircraft approaching Aqaba and Eilat from the S. VHF contact with Cairo may be lost while flying up the Gulf of Aqaba so early request for descent is advisable.

There is little co-ordination with Israeli ATC at Eilat and it is important to remain within Jordanian airspace.

Caution: It is necessary to positively identify Aqaba Airport because Eilat Airport, in Israel, has a similarly orientated runway only 3nm SW.


There are no published arrival charts. The normal approach clearance is to join the hold at BAKIR before carrying out the procedural ILS approach to RWY 01.

Note: Possible VOR and DME fluctuations may occur in the hold at BAKIR.

The ILS installed for RWY 01 “funnels” the aircraft towards the runway with high ground to both sides and to the left is Israeli airspace.

No instrument approach procedures are published for RWY 19.

Circling minima are not published due to the proximity of terrain to the E and the proximity of the Israeli border to the W. Visual circuits for RWY 01/19 must be carried out to the E.


A departure from RWY 19 is unlikely due to Cairo ATC. It is likely that RWY 01 will be in use with a RHAMA or ARABA departure.



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Agra, India AGR/VIAG

Agra, India


Agra is a military airfield that allows limited civil operations to take place.
Owing to Indian Military sensitivity, Agra does not provide an AIP.


Arrival from the West: Standard arrival is via DPN, LETPU, PSIG and AGG.

Arrival from the East: Expect strict flight plan routeings via BBN KKJ to AGG with no directs (Point Alpha is AGG 120deg/100nm). Descent clearance (and release) must be given by Delhi and Gwalior.


A new ILS system has been installed for approach to RWY 05. Two versions of the initial approach are available; a 12 DME arc or overhead join above AGG. A back up VOR/DME procedure is available for RWY 05 using an 11 DME arc or an overhead join. No instrument approach procedures are published for RWY 23. Circling is available from RWY 05 using Cat C/D circling minima of 1440ft QNH.

Feedback indicates that when possible, ATC will normally clear aircraft to join overhead for a visual approach.

Radar is not always available, and usually only operates if the military are flying. If under radar, expect vectors to the overhead for a visual circuit, or to establish on the ILS or VOR. Expect radar vectors to an 8–10 nm final for RWY 05 at 2500ft, establishing inbound at approximately 7 DME.

Be aware of the likelihood of poor visibility. Typical Indian visibility of 2,000 to 4,000 metres can make a visual circuit very challenging. It is important to reduce speed early and consider positioning in order to observe the airfield for any non-NOTAMed work-in-progress. The weather is often hazy/smokey with conditions close to minima. A light coloured patch of concrete at the end of each RWY stands out well in poor visibility. (A previous crew reportedly held for 1 hour in the overhead while the visibility improved, despite being visual with the runway, as Indian authorities require a minimum of 3,700m before clearing a visual approach.)


Agra airport sits at 549ft amsl and has two runways – dual-runway operations are often utilised. The main RWY 05/23 is 10,500ft long and the shorter RWY 12/30, which intersects the main runway near its mid-point, is 5964ft. Both runways have displaced thresholds.

On arrival, the crew will need to provide proof of disinsection. In addition, the agent will often ask that a manual copy of the outbound flightplan be filed at the TWR. The paperwork process from this point until leaving the airport will be slow and frustrating so patience is required.

On departure, Indian customs require a crew decalation of baggage content; copies should be held by the Team Leader. This may be slow so allow at least two hours before departure to clear the bills and other paperwork.

Normally the agent will pay handling fees and landing fees, making administration matters comparatively easy. However, you may need to pay tax on any fuel remaining in the tanks. If day-stopping, it is advisable to leave at least one pilot at the airport to prepare for the next sector as it will take time to organise. Expect refuelling to take some time, as several bowsers will be required.

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Dubai International, UAE DXB/OMDB

Dubai International, United Arab Emirates

Runways: 12L/30R ILS (13,672ft), 12R/30L ILS (15,032ft).
All runways are asphalt.

The airport should not be confused with Dubai Al Maktoum DWC.
DXB handles mainly commercial airliners and only a very limited number of slots are allocated to biz jets. DWC is more suited to biz jets and light traffic and should be considered before using DXB.

There are three terminals.
Emirates is based exclusively at 3 and other airlines are based in the other two. T3 is equipped to handle A380’s and the airport is often busy throughout the day and night.

DXB clearance delivery may induce heavy delays if slots are missed due to the constant traffic levels. General aviation pilots
should take into consideration that if you miss your slot and an EK A380 has and you both apply for the same free slot, the controller will most likely reward it to the EK flight.
This system can be similar to Shanghai’s congestion at times.

Aprons: Alpha, Charlie, Foxtrot, Bravo, Golf, Hotel, Echo
Taxiways: Mike, Lima, November, Kilo, Papa, Juliet, Uniform, Zulu.

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Beijing, China PEK/ZBAA


Latitude: N40° 4′ 48.40″
Longitude: E116° 35′ 4.40″

Elevation: 180′ (55m)
Max. Runway Length: 12400′ (3780m)

Comments: Airport frequencies: Beijing
Approach 118.5 MHz/129.0 MHz, Beijing Arrival 119.0 MHz/129.0 MHz, Beijing ATIS
127.6 MHz, Beijing Delivery Clearance Delivery 121.6 MHz/121.9 MHz, Beijing
Departure 119.7 MHz/126.1 MHz, Ground East 121.7 MHz, Ground West 121.9 MHz,
Beijing Ground 121.7 MHz/121.9 MHz, Beijing Tower 118.1 MHz/118.3 MHz/124.3 MHz;
Runway info: Runway 18R/36L (10499′ x 164′), Surface: Asphalt, Runway 18L/36R
(12468′ x 197′), Surface: Asphalt; ILS info: ILS Runway 18L, Freq: 109.3,
Bearing: 179.0, ILS Runway 18R, Freq: 110.3, Bearing: 179.0, ILS Runway 36L,
Freq: 111.7, Bearing: 359.0, ILS Runway 36R, Freq: 109.9, Bearing: 359.0


NOTES: Check DPNR charts on Board before departure, CK weather for china ser VHF3 Data.
In NOTAMS check Waypoint for FEET to METERS changeover.

ARRIVAL: KM 03A RWY 36 L/ R or KM 01A or KM7B rnav App,then RV after AA 124 for 36 R/L

TAXI IN: C/S5/Z3/S7/Y7/HZ/H/Y1/ Hold short before T6 OR C/S5/S4/F/A9 Hold short A9 / if landing 36R taxi out via E6
To H-Y1 to gate 528


EO-SID:  “36L” at 8 DME “PEK” RH turn to “WF” (Hold 173 inbound Right Turns) EOA altitude 1700 ft
​“36R” at 8 DME “PEK” RH turn to “WF” (Hold 173 inbound Right turns) EOA altitude 1700 ft
​“18L” Left Turn to “WF” (Hold 173 inbound Right Turns) EOA altitude 1700 ft
​“18R” Left Turn to “WF” (Hold 173 inbound Right Turns) EOA altitude 1700 ft

TAXI OUT: Z3 / Z2 36L
Request fl 9600 M or 10800 M according to the weight, at first contact with ATC on
clearance delivery otherwise because of traffic they will keep you low ON THE ROUTE.

Call Delivery no more than 10′ before PB.
CPLC CL 20 minutes before PB.

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