Kazakhstan Overflight Permits Regulations 2024

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Kazakhstan Overflight Permits Procedures

Do you need a permit for kazakhstan overflight?

Kazakhstan, as a nation, upholds its unique set of rules, regulations, and procedures when it comes to granting permits for aircraft intending to land or access its airspace. Whether you're overseeing a private flight, participating in general aviation, managing a charter or scheduled flight, or engaged in passenger or cargo transport, adherence to mandatory Prior Permission is imperative. The application process requires the thorough submission of comprehensive flight details and aircraft documents.

In alignment with the Kazakhstan Civil Aviation Authority's Aeronautical Information Publication (Kazakhstan AIP) and the designated air traffic routes in Kazakhstan, any aircraft owner or operator planning to fly in Kazakhstani airspace must apply for Kazakhstan overflight clearance through the Air Transport Department at least 48 working hours before the scheduled flight departure. It's essential to include AFTN (Aeronautical Fixed Telecommunication Network) in your flight plan, and for Kazakhstan, only an overfly permit is necessary.

These terms would help you find more specific information regarding the rules and requirements for obtaining overflight permits in Kazakhstan.

Required Details for Obtaining Kazakhstan Overflight Permit Application

1 - Flight Schedule
2 - Entry / Exit Points with ATC Route
3 - Lead Passenger Details
4 - Consignee & Consigner Details for Cargo Flights
5 - Aircraft Documents [ AOC, COA, COI, CON, COR]

Permit Validity

- Kazakhstan Overflight Permit is valid for +24 hours.

For those intending to execute a passenger flight landing or technical stop, the Kazakhstan Airports Authority has specific regulations overseeing the issuance of Kazakhstan Overflight Permits, often involving associated charges. These charges typically cover Route Navigation Facility Charges for overflight, as well as landing and parking fees for aircraft making stops.

Being a signatory to the Chicago Convention, Kazakhstan requires strict compliance with ICAO (International Civil Aviation Organization) general rules for international air traffic. This encompasses adherence to regulations concerning the transport of troops, equipment, materials, and dangerous goods. For more comprehensive information, please reach out to us.

Aviation Regulations Kazakhstan

Aviation regulations in Kazakhstan are crucial for ensuring the safety, security, and efficient operation of the aviation sector. These regulations are primarily overseen by the Civil Aviation Committee (CAC) of the Ministry of Industry and Infrastructure Development of the Republic of Kazakhstan.

Key Components of Kazakhstan's Aviation Regulations:

Civil Aviation Law:

The Civil Aviation Law of Kazakhstan provides the primary legal framework for civil aviation in the country. It outlines the principles, rules, and guidelines for managing and operating civil aviation activities within Kazakhstan.

Civil Aviation Regulations (CARs):

The CARs issued by the CAC detail specific rules and standards covering various aspects of aviation, including airworthiness, flight operations, personnel licensing, air traffic services, and airport operations.

CAC Directives and Circulars:

The CAC issues directives, circulars, and advisory materials to ensure compliance with both national and international aviation standards. These documents offer guidance on operational, safety, and security matters.

International Agreements:

Kazakhstan is a member of the International Civil Aviation Organization (ICAO) and adheres to its standards and recommended practices. The country also engages in various bilateral and multilateral air service agreements to regulate international air transport.

Important Areas of Regulation:

Safety and Security:

Regulations ensure that aircraft operations, maintenance, and airworthiness meet ICAO standards. This includes mandatory inspections, certifications, and the implementation of safety management systems to uphold high safety standards.

Licensing and Certification:

Pilots, air traffic controllers, maintenance personnel, and other aviation professionals must obtain appropriate licenses and certifications from the CAC. Airlines and aircraft must also be registered and certified to operate in Kazakhstan.

Airport Operations:

Airports in Kazakhstan are subject to regulations concerning infrastructure standards, operational procedures, security measures, and environmental impact. The CAC oversees airport certification and management.

Air Traffic Management:

Air traffic control (ATC) services are provided according to international standards to ensure safe and efficient airspace management. Regulations cover the training of ATC personnel, operational procedures, and equipment standards.

Consumer Protection:

Regulations protect passengers' rights, including provisions for compensation in cases of flight delays, cancellations, and baggage issues. There are also rules governing transparency in ticket pricing and terms of service.

Recent Developments:

Kazakhstan's aviation sector has been undergoing continuous improvements and updates to its regulatory framework to address new challenges and opportunities. Recent developments include:

Infrastructure Development:

Upgrades and expansions at major airports such as Nursultan Nazarbayev International Airport in Nur-Sultan and Almaty International Airport to accommodate growing passenger and cargo traffic.

Technological Advancements:

Introduction of advanced technologies in air traffic management and airport operations to enhance efficiency and safety.

Safety Enhancements:

Implementation of new safety initiatives and procedures to improve overall aviation safety standards, including enhanced training programs for aviation professionals.

Key Regulatory Bodies: Civil Aviation Committee (CAC):

The primary regulatory body responsible for overseeing civil aviation activities and enforcing regulations in Kazakhstan.

Ministry of Industry and Infrastructure Development:

Provides overall policy direction and guidance for the aviation sector in Kazakhstan.

Airport Management Companies:

Various entities, such as the Airport Management Group (AMG), manage and operate major airports in Kazakhstan, ensuring compliance with CAC regulations and international standards.


Understanding and complying with these regulations is essential for all entities involved in Kazakhstan's aviation sector, whether domestic or international. For specific and detailed regulatory requirements, consulting the CAC and referring to the latest legal documents and guidelines issued by Kazakh authorities is recommended.

Overflight Permits Category’s for Adhoc and Private

1 - Overflight Permits (Charter Passenger Flights)
2 - Overflight Permits (Private Passenger Flights)
3 - Overflight Permits (Non-Schedule Cargo Flights)

Overflight Permits Category’s for Block :

1 - Monthly Block Overflight Permits (For Scheduled and Non-schedule Airlines Flights)
2 - Seasonal Block Overflight Permits (Scheduled Commercial Airlines Flights)

Overflight Permit Charge's

We do not charge any type of hidden cost in Civil Aviation Permit Processing Cost and Kazakhstan Overflight Permits Procedures. Our fee is straight and direct without any additional fees in Kazakhstan Overflight Permit We do not require large upfront deposits or commitments. We strive to develop long term relationships and we work hard to earn your referrals. Besides receiving essential financial monthly reports these very particular customers expect to entirely rely on professional teams and they offer just that. This trust is earned through our administrative and financial control, as well as our services standards of work.

Flight Information Region In Kazakhstan

Kazakhstan Airspace is divided into 04 Flight Information Regions (FIRs)

1 - Almaty (UAAA) FIR

2 - Astana (UACC) FIR

3 - Shymkent (UAII) FIR

4 - Aktobe (UATT) FIR

Kazakhstan FIRs ( Entry / Exit Points ) :

West Bound Entry PointWest Bound Exit PointEast Bound Entry PointEast Bound Exit Point

International Trip Support Services

We provide comprehensive and personalized flight planning and International Trip Planning services to the corporate aviation industry. Our dedicated and experienced staff work together to ensure you have a smooth trip that is tailored to your particular needs. with years of international flight planning experience, the latest trip coordination technology, and a dedication to high-quality customer service, each member of our knowledgeable team is equipped with the tools to exceed your expectations.

Our proficient flight support team offering unrivalled support services to any International & Domestic Airports in Kazakhstan along with their expertise, our permit2fly team can arrange Kazakhstan Overflight Permits for Ad-hoc Charter Flights, Scheduled Airline Seasonal Block Permits from Civil Aviation Authority of Kazakhstan according to their legal time frame.

Trust Permit2fly, to handle all your ground supervisory at Kazakhstan airports and obtain Kazakhstan overflight and Landing permit for any of your aircrafts to operate in the territory of Kazakhstan.

About Kazakhstan | History - Geography

Kazakhstan, also spelled Kazakstan, officially Republic of Kazakhstan, Kazakh Qazaqstan Respublikasï, country of Central Asia. It is bounded on the northwest and north by Russia, on the east by China, and on the south by Kyrgyzstan, Uzbekistan, the Aral Sea, and Turkmenistan; the Caspian Sea bounds Kazakhstan to the southwest. Kazakhstan is the largest country in Central Asia and the ninth largest in the world. Between its most distant points, Kazakhstan measures about 1,820 miles (2,930 kilometres) east to west and 960 miles north to south. While Kazakhstan was not considered by authorities in the former Soviet Union to be a part of Central Asia, it does have physical and cultural geographic characteristics similar to those of the other Central Asian countries. The capital is Nursultan (formerly Astana, Aqmola, and Tselinograd), in the north-central part of the country. Kazakhstan, formerly a constituent (union) republic of the U.S.S.R., declared independence on December 16, 1991.

Kazakhstan’s great mineral resources and arable lands have long aroused the envy of outsiders, and the resulting exploitation has generated environmental and political problems. The forced settlement of the nomadic Kazakhs in the Soviet period, combined with large-scale Slavic in-migration, strikingly altered the Kazakh way of life and led to considerable settlement and urbanization in Kazakhstan. The Kazakhs’ traditional customs uneasily coexist alongside incursions of the modern world.

Kazakhstan Overflight Permits Procedures

The Given Below Information Is Extracted from the Kazakhstan AIP

Flight Planning

The Main Centre of Air Traffic Management of the Republic of Kazakhstan (hereinafter – MC ATM) is responsible for the management, coordination and control of aircraft operations in the airspace of the Republic of Kazakhstan. The MC ATM receives and processes the following messages:


Procedures For The Submission Of A Flight Plan

A flight plan shall be submitted prior operating any flight in the airspace of the Republic of Kazakhstan in the form and according to provisions of ICAO Annex 2 and ICAO Doc 4444 PANS/ATM.

Flight Plan Can Either Be Filed As:

a) Individual flight plan (FPL ICAO)

b) Repetitive flight plan (RPL ICAO)

Place Of Submission

Except for repetitive flight plans, a flight plan shall be submitted at least 1 hour prior to Estimated Off – Block Time (EOBT) but not more than 120 hours (5 days) before EOBT by means of inserting DOF/in Item 18, in the format DOF/yymmdd where “yy” is the year indicator, “mm” is the month and “dd” is the date. For flights operated through IFPS zone the flight plan shall be submitted at least 3 hours before EOBT.

In the event of expected delay of 30 minutes or more in excess of the departure time stated in the RPL, the ATS unit serving the departure aerodrome shall be notified immediately.

Time Of Submission

For flights departing from aerodromes of the Republic of Kazakhstan, aircraft operators themselves or via ATS Briefing at the aerodrome of departure (or via ATS Briefing at the nearest aerodrome in the case of absence of ATS Briefing at the aerodrome of departure) should submit flight plans and messages relating to flight plans.

Contents And Form Of A Flight Plan

Contents and form of FPL conform to ICAO Doc. 4444 PANS/ATM. In the event of changing at least one of the fields (or all of them) listed below:

i. Aircraft Identification (ARCID).

ii. Aerodrome of Departure (ADEP).

iii. Aerodrome of Destination (ADES) and \or delay of departure time for 30 minutes the flight plan modification message (CHG) must not be sent. To change one of the above fields it will be necessary to cancel the original flight plan i.e. CNL message shall be sent followed five minutes later by a new flight plan containing the corrected data.

Repetitive Flight Plan System

The procedures concerning the use of Repetitive Flight Plans (RPL) conform to ICAO Doc 4444 PANS-ATM. RPL lists relating to flights with landing at aerodromes of the Republic of Kazakhstan and to flights overflying the FIRs of the Republic of Kazakhstan shall be submitted to MC ATM at least 15 working days in advance, and changes to them of long-term character - at least 7 working days in advance before the commencement of its operations.

Changes, Delay And Cancellations Of RPL

The information on delays, cancellations or other changes of the non-permanent, one-time nature must be reported in the form of relevant ICAO messages (CHG, DLA, CNL) at least 30 minutes before the Estimated Off – Block Time (EOBT).

RPL lists shall be replaced by completely new lists prior to the introduction of summer- winter schedules.

Arrival Report

A report of arrival shall be made a t the earliest possible moment after landing to the ATS unit of the arrival aerodrome by any flight for which a flight plan has been submitted.

After landing at an aerodrome which is not the destination aerodrome (diversionary landing), the local ATS unit shall be specifically informed accordingly.

In the absence of a local ATS unit at the aerodrome of diversionary landing, the pilot is responsible for passing the arrival report to the destination aerodrome.

Arrival reports shall contain the following elements of information:

• Aircraft identification

• Departure Aerodrome

• Destination Aerodrome

• Time Of Arrival

Addressing of Flight Plan Messages

Messages concerning the information of submitted flight plan (FPL) and changes to it shall be addressed in accordance with the recommendations given in ICAO Doc 4444 PANS/ATM, Part XI, paras 11.2.1 and requirements published in ENR-1.10 - ENR-1.11 sections of the present AIP.

Flight movement messages relating to traffic into or via the FIRs of the Republic of Kazakhstan shall be addressed as stated below in order to warrant correct relay and delivery.

Flight movement messages in this context comprise flight plan messages, amendment messages relating thereto and flight plan cancellation messages (PANS-ATM refers).

Addressing of Messages

Flight movement messages relating to transit flights via Kazakhstan airspace shall be addressed to Main Centre of Air Traffic Management – UAAKZDZK, UAAKZDZI and additionally to regional ATS unit as stated below in order to warrant correct relay and delivery:





Flight movement messages relating to flights with landing at aerodromes shall be addressed to Main Centre of Air Traffic Flow Management – UAAKZDZK, UAAKZDZI, regional ATS unit and additionally to aerodrome ATS unit as stated below in order to warrant correct relay and delivery:

****ZTZX (where **** four-letter aerodrome location indicator)

Unlawful Interference

The general provisions comply with the requirements set out in ICAO SARPS.


An aircraft known or suspected to have been subjected to an act of unlawful interference shall receive the maximum attention and assistance from the ATS unit and shall be accorded priority over other aircraft, on the basis of specific circumstances.

The ATS unit, if necessary, uses all available means of communication, including redundant ones, to establish and maintain radio communication with the aircraft in an emergency situation.

In order for the ATS unit to give priority for the maintenance of air traffic, the flight crew that has been the object of unlawful interference shall attempt to notify the ATS unit of this fact, all relevant circumstances and any deviations from the current plan caused by these circumstances.

Unless considerations aboard the aircraft dictate otherwise, the pilot-in-command should attempt to continue flying on the assigned track and the assigned cruising level at least until able to notify a ATS unit or within radar coverage.

When an aircraft subjected to an act of unlawful interference must depart from its assigned track or its assigned cruising level without being able to make radiotelephony contact with the, the pilot-in-command should, whenever possible:

I. Attempt to broadcast warnings on the VHF emergency frequency and other appropriate frequencies, unless considerations aboard the aircraft dictate otherwise. Other equipment such as on-board transponders, data links, etc. should also be used when it is advantageous to do so and circumstances permit.

II. proceed in accordance with applicable special procedures for in-flight contingencies and act in accordance with the established procedure for the actions of the crew of the aircraft in the circumstances.

For reports that the aircraft is in an emergency situation (if it is equipped with an SSR transponder) special codes are used in the “A” mode:

i. The code “7700” - indicates that the aircraft is subjected to serious and immediate danger and the crew is required immediate assistance.

ii. The code “7600” – radio communication failure.

iii. The code “7500” - indicates that the aircraft is the subject of unlawful interference.

In the event of an emergency, the pilot-in-command sets transponder "7700" code of the "A" mode, if previously the ATS unit did not instruct to use other specific code. In this case, the pilot-in-command uses this particular code until other instructions are received from the ATS unit. The PIC selects the "7700" code of Mode "A" in cases where there are reasons to believe that this is the best way to proceed.

If the aircraft in flight becomes the object of unlawful interference, the pilot-in-command shall make his/her best to set the transponder "7500" code Mode A to report the situation if circumstances do not allow the use of the code "7700".

If the crew chose code "7500" of mode "A" and subsequently the ATS unit instructs him/her to confirm this code, the crew, depending on the circumstances, either confirms the code or does not respond at all. Non-response from the aircraft crew means for ATS as confirmation that the use of the “7500” code is not accidental.

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