OIBK — Charts & procedures

1. Traffic pattern altitude for civil jet aircraft 1000 FT and for helicopter 500 FT. 2. When aircraft taxi on the TWY A, the RWY 27R/09L is unusable for take-off and landing. 3. Pushback Procedure: 3-1. The Pushback procedure is implemented only in Apron NR1. 3-2. Kish Tower is responsible for issuing pushback approval, as well as startup approval and taxi clearance. Note1: Start-up approval on stand does not imply an approval to pushback. Note2: Aircraft shall not commence start-up, pushback, or any other maneuvers on the apron, unless they have obtained approval from Kish Tower. 3-3. Pushback maneuver uses for those aircrafts which parked in stands 100 -102L,102,102R-104L,104,104R- 106L,106,106R-108L,108,108R-110-112 in the apron NR1. 3-4. It is the pilot's responsibility to relay the standard pushback procedure or alternative pushback instructions issued by Kish Tower to their ground crew prior to commencing pushback. Note: The airline ground crew must ensure that the area behind /around the aircraft is clear of vehicles, equipment and other obstructions before commencing pushback. for meeting this purpose the airline ground crew shall inform kish apron management at least 5minutes before commencing of their push back. 3-5. Pushback maneuver shall be commenced within ONE minute, otherwise Kish Tower shall be informed and the crew has to request another clearance. 3-6. Due to safety measurement, starting engines of the left wing of the aircraft are prohibited and Pilots may start ONE engine only on their Right A/C wing (on idle power) before commencing pushback at aircraft stand for those aircraft which connected to air bridge. 3-7. Pilots are required to request taxi within 3minutes after completing pushback maneuver for CAT C/D aircraft and 5minutes for CAT E/F aircraft, otherwise inform Kish Tower. 3-8. Pilots shall follow the procedures outlined in table 1 below upon receipt of “PUSHBACK APPROVED” phrase. 3-9. When necessary, Kish Tower may deviate from the standard pushback procedures as stated below and issue alternative pushback instructions. Table 1 : Apron 1 Standard Pushback Procedures Apron Stands Pushback Procedures The aircraft shall be pushed back to TWY D1, face EAST until nose wheel 100 is placed on D1 All aircraft shall be pushed back toward TWY D1, face NORTH until nose 102 -102L/R -104L/R wheel is placed on point SP or LP 106L/R -108L/R -110 (see 3-10 below) NR1 All aircraft shall be pushed back toward TWY D1, face NORTH until nose wheel is placed on point SP, or face NORTH EAST until aircraft nose 104 -106 -108 wheel is placed on point LP (see 3-10 below) The aircraft shall be pushed back to TWY D1, face EAST until nose wheel 112 is placed on TWY D1 3-10 . Point LP or SP are specified by Kish ATC with the following terms through pushback approval: − Short pushback Approved to SP or − Long pushback Approved to LP 3-11. When the nose wheel of the long pushbacked aircraft is placed on points LP , then TWY D1 can be used for other aircrafts to enter to the apron for taxiing to the allocated stand. 3-12. Cross-bleed starts must not be carried out on stands on apron NR1 when the aircraft is connected to an air bridge due to jet blast hazard. 3-13. Simultaneous pushback is NOT allowed for those aircraft parked on adjacent stands outlined in the table 2. Table 2: Simultaneous pushback limitation NO A/C pushing back on stand A/C on stands not permitted to pushback simultaneously 1 100 102L-102 2 102L 100-102-102R 3 102 102L-102R-104L 4 102R 102L-102-104L-104 5 104L 102-102R-104-104R 6 104 102R-104L-104R-106L 7 104R 104L-104-106L-106 8 106L 104-104R-106-106R 9 106 104R-106L-106R-108L 10 106R 106L-106 -108L-108 11 108L 106-106R-108-108R 12 108 106R-108L-108R 13 108R 108L-108-110 14 110 108R - 112 15 112 108R-110 4-Taxi Procedure: 4-1 General 4.1.1. In order to meet the requirement for wing-tip clearance, follow strictly the yellow taxi guidance lines. However, the TWR controller may issue deviating instructions with the assistance of follow-me car. 4.1.2. Aircraft holding at all Runway Holding Positions are to ensure that the aircraft nose is exactly at the Runway Holding Position to ensure adequate clearance with other aircraft crossing behind/ahead. Note: when an aircraft with more than 57m length (such as B747 and/or A340) holds short of a runway on TWYs B1, B2, B3, B4, B7, B8 ; the other runway will not be useable for takeoff and landing. 4.1.3. Unless otherwise specified by the controller, taxiing speed is MAX 30 KT on TWYs and MAX 10 KT in the parking area 4.1.4. Pilots should use minimum taxi power when operating on the apron to reduce the effect of jet blast on the surrounding area. 4-2 Departure: 4.2.1. Aircraft are required to request taxi during the validity time (10 minutes after start up approval). 4.2.2. All departure aircraft from apron NR1 should taxi out via D1 and then TWY C4 and continue to the clearance limit by ATC. 4.2.3. All departure aircraft entering TWY A via TWY C4, should give way to the aircraft taxiing on TWY A unless otherwise instructed by the controller. This does not relieve the controller of his responsibility. 4-3 Arrival: 4.3.1-Aircraft shall never cross RWYs unless crossing permission is given by tower controller. 4.3.2-All arriving aircraft intended to park in apron NR1 should enter to the apron via TWY C5 except those super heavy aircraft which needed to park in stand NR 112 which uses TWY C4 or TWY C5. 4.3.3- Marshaller guidance is mandatory for pilots of arriving aircraft upon entering the parking area to their allocated stands. 5-Start-up Procedure: Note. See also ENR 1.9 and ENR 1.10 5.1- All departing flights except helicopters shall declare their stand number on the first call to Kish Tower before receiving start-up and pushback clearance. 6-No aircraft is authorized to make a 180-degree turn unless at the end of the runway in use. 7- To avoid FOD on the runway, all aircraft are required to maintain low RPM (Revolutions Per Minute) while taxiing on or off the runway.

- Runways 09L/09R are not used for take-off during 2030-0430, except when the tailwind component for runways 27L/27R is 10 Knots or more.

-Landing and departing in the opposite direction of the RWY in use is not authorized due to safety considerations, except for aircraft in emergency situation if so, requested by the pilot of the aircraft encountering emergency condition.

1- Due to limited handling services, all operators are required to make prior arrangement with airport manager. 2- Intensive bird's accumulation exists in the vicinity of AD particularly on final RWY 27L/R. 3- Strolling animal observed on the movement area, caution advise. 4- An airfield exists in the north of OIBK AD, with the same RWY alignment and following dimensions: Length: 1000 m Width: 30 m Pilots not to mistake this field for OIBK RWY 5- Runways 27L/09R and 27R/09L should be considered as one runway regarding wake turbulence. 6- Aircraft holding between runways at taxiways B1, B2, B3, B4, B7 and B8 should maintain engines at low RPM (Revolutions Per Minute). 7-An isolated aircraft parking position is located on TWY A between TWY A1 and A2. 8- The distance between centre lines of RWY 09L/27R and TWY A is 123 M.