AVIATION GEOGRAPHY

CHAPTER 1

1.1. SUBJECT CONTENT

a) Airspace organization.
b) Location of permanent or temporary physical features or landmarks that may affect
Aircraft flight paths or aid aircraft navigation e.g. mountains, lakes, rivers., towns,
railways, aerodromes, etc.
c) Locations of permanent or temporary physical activities either on ground or in
the air that may affect aircraft flight paths e.g. national parks, prohibited,
restricted or danger areas, etc.

1.2 DEFINITIONS

ADVISORY AIRSPACE
An airspace of defined dimensions, or designated route, within which air traffic
advisory service is available.

ADVISORY ROUTE
A designated route along which air traffic advisory service is available.

AIR TRAFFIC SERVICES AIRSPACES

Airspaces of defined dimensions, alphabetically designated, within which specific
types of flights may operate and for which air traffic services and rules of
operation are specified. These are classified as class A to G.

ALTITUDE
The vertical distance of a level, a point or an object considered as a point measured
from Mean Sea Level. (MSL)

AREA NAVIGATION(RNAV)

A method of navigation which permits aircraft operation on any desired flight path
within the coverage of station-referenced navigation aids or within the limits of the
capability of self contained aids, or a combination of these.

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AREA NAVIGATION ROUTE
An ATS route established for the use of aircraft capable of employing area
navigation.

A.T.S. ROUTE
A specified route designed for channeling the flow of traffic as necessary for the
provision of air traffic services.
The term “ATS route” is used to mean variously, airway, advisory route,
controlled or uncontrolled route, arrival or departure route.

CONTROLLED AIRSPACE
An airspace of defined dimensions within which Air Traffic control service is provided
in accordance with the airspace classification.
Controlled airspace is a generic term which covers ATS airspaces classes A,B,C,D and
E.

CONTROL AREA
A controlled airspace extending upwards from a specified limit above the earth.

CONTROL ZONE
A controlled airspace extending upwards from the surface of the earth to a specified
upper limit.

DANGER AREA
An airspace of defined dimensions within which activities dangerous to the flight of aircraft
may exist at specified times.

FLIGHT INFORMATION SERVICE

A service provided for the purpose of giving advice and information useful for the safe
and efficient conduct of flights.

FLIGHT LEVEL
A surface of constant atmospheric pressure which is related to a specific pressure
datum, 1013.2 hecto pascals(HPA) and is separated from other such surfaces by
specific pressure intervals.

FLIGHT INFORMATION REGION (FIR)

An airspace of defined dimensions within which flight information service and alerting service
are provided.

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PROHIBITED AREA
An airspace of defined dimensions, above land areas or territorial waters of a state, within
which the flight of aircraft is prohibited.

REPORTING POINT
A specified geographical location in relation to which the position of an aircraft can be
reported.

RESTRICTED AREA
An airspace of defined dimensions, above the land areas or territorial waters of a state. within
which the flight of an aircraft is restricted in accordance with certain specified conditions.

SIGNIFICANT POINT

A specified geographical location used in defining an ATS route or the flight path of an aircraft
and for other navigation and ATS purposes.

TERMINAL CONTROL AREA

A control area normally established at the confluence of ATS routes in the vicinity of one or
more major aerodromes.

WAYPOINT
A specified geographical location used to define an area navigation route or the flight path of an
aircraft employing area navigation.

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1.3 INTRODUCTION

PRINCIPLES FOR THE ESTABLISHMENT OF VARIOUS

TYPES OF AIRSPACES.

The need: -
The need for the provision of air traffic services shall be determined by
consideration of the following:
1 the types of air traffic involved,
2 the density of air traffic,
3 the meteorological conditions,
4 such other factors as may be relevant.

THE PRINCIPLES: -
1 States shall determine those portions of the airspace and the aerodromes
where air traffic services will he provided.

Note 1.
By mutual agreement, a state may delegate to another state the responsibility for
establishing and providing air traffic services in flight information regions, control
areas or control zones extending over the territories of the former.

Note 2.
Those portions of the airspace over the high seas or in airspace of undetermined
sovereignty where air traffic services will be provided shall be determined on the
basis of Regional Air Navigation Agreements, a contracting state having accepted
the responsibility to provide air traffic services in such portions of airspace shall
thereafter arrange for the services to be established and provided.

2. When it has been determined that air traffic services will be provided in
particular portions of the airspace or at particular aerodromes, then those
portions of the airspace or those aerodromes shall be designated in relation to the
air traffic services that are to be provided.

3. The states shall thereafter arrange for such services to be established and
provided in accordance with the provisions of Annex 11.

Where air traffic services are established, information shall be published as

necessary to permit the utilization of such services.

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 CHAPTER 2

2.1. After it has been determined that air traffic service will be provided, the states
concerned shall designate the authority responsible for providing such services.

The authority responsible for establishing and providing the services may be a state or a
suitable agency.
Situations which arise in respect of the establishment and provision of air traffic
services to either part or whole international flight are as follows: -

Situation 1: A route, or portion of a route, contained within airspace under the

sovereignty of a State establishing and providing its own air traffic services.

Situation 2: A route, or portion of a route, contained within airspace under the

sovereignty of a State which has, by mutual agreement, delegated to another State,
responsibility for the establishment and provision of air traffic services.

Situation 3: A portion of a route contained within airspace over the high seas or
in airspace of undetermined sovereignty for which a State has accepted the
responsibility for the establishment and provision of air traffic services.

For the purpose of Annex 11, the State, which designates the authority
responsible for establishing and providing the air traffic services, is:

In situation 1: The state having sovereignty over the relevant portion of the
airspace;

In situation 2: The state to whom responsibility for the establishment and provision of
air traffic services has been delegated;

In situation 3: The state which has accepted the responsibility for the establishment and
provision of air traffic services.

Where air traffic services are established, the information shall be published as
necessary to permit the utilization of such services. When it has been determined
that air traffic services will be provided in particular portions of the airspace or
at particular aerodromes, then those portions of the airspace or those aerodromes
shall be designated in relation to the air traffic services that are to be provided.

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 The designation of these airspaces or aerodromes shall be as follows:

Flight Information Regions.

Those portions of the airspace where it is determined that flight information

service and alerting service will be provided shall be designated as flight
information regions.

Control areas and Control zones

Those portions of the airspace where it is determined that air traffic control service will
provided to IFR flights shall be designated as control areas or control zones.

Those portions of the airspace wherein it is determined that air traffic control service
will be provided to VFR flights shall be designated as Classes B, C or D airspace.

Where designated within a flight information region, control areas and control
zones shall form part of that flight information region.

Controlled Aerodromes
Those aerodromes where it is determined that air traffic control service will be
provided to aerodrome traffic shall be designated as controlled aerodromes.

2.2. CLASSIFICATION OF AIRSPACE

A.T.S. airspace shall be classified and designated in accordance with the following:
Class A. IFR flight only are permitted, all flights are provided with air traffic
control service and are separated from each other. Examples: All Upper
Airways, HKNA TMA above FL145.

Class B. IFR and VFR flights are permitted, all flights are provided with air
traffic control service and are separated from each other. This is not
applicable in the HKNA FIR.

Class C. IFR and VFR flights are permitted, all flights are provided with air
traffic control service and IFR flights are separated from IFR flights
and from VFR flights. VFR flights are separated from IFR flights and
receive traffic information in respect of other VFR flights. E.g. Area
III of the Nairobi Control zone.

Class D. IFR and VFR flights are permitted and all flights are provided with air
traffic control service. IFR flights are separated from other IFR flights and
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 receive traffic information in respect of VFR flights. VFR flights receive
traffic information in respect of all other flights. Examples: Area I and II
of Nairobi Control zone, the control zones of HKMO, HKEL, HKML,
HKKI and HKWJ.

Class E. IFR and VFR flights are permitted, IFR flights are provided with air
traffic control service and are separated from other IFR flights. All flights
receive traffic information as far as is practical. Examples: HKMO
TMA, HKEL TMA, HKWJ TMA and Nairobi TMA below FL145.

Class F IFR and VFR flights are permitted, all participating IFR flights receive air
traffic advisory service and all flights receive flight information service if
requested. This is not applicable in the HKNA FIR.

Class G. IFR and VFR flights are permitted and receive flight information service
if requested.
Examples: All other airspaces within HKNA FIR not falling under the
above classes.

States shall select those airspace classes appropriate to their needs.

2.3. Establishment and Designation of the units providing air traffic

services.
The air traffic services shall be provided by units established and designated as
follows:
Flight Information Centres shall be established to provide flight information
service
and alerting service within flight information regions, unless the responsibility
of providing such services within a flight information region is assigned to an
air traffic control unit having adequate facilities for the discharge of such
responsibility.

Note. This does not preclude delegating to other units the function of providing
certain elements of the flight information service.

Air traffic control units shall be established to provide air traffic control
service, flight Information service and alerting service within control areas,
control zones and at controlled aerodromes.

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2.4 Specifications for Flight Information Regions, Control Areas and
Control Zones.
Recommendation. The delineation of airspace, wherein air traffic services
are to be provided, should be related to the nature of the route structure and
the need for efficient service rather than to national boundaries.
Conclusions of agreements to permit the delineation of airspace lying
across national boundaries are advisable when such action will facilitate the
provision of air traffic services. Agreements which permit delineation of
airspace boundaries by straight lines will, for example, be most convenient
where data processing techniques are used by air traffic services units.

Where delineation of airspace is made by reference to national boundaries there is

need for suitably sited transfer points to be mutually agreed upon.

Flight Information Regions

Flight information regions shall be delineated to cover the whole of the air route
structure to be served by such regions.
A flight information region shall include all airspace within its lateral limits,
except as limited by an upper flight information region.

Where a flight information region is limited by an upper flight information

region, the lower limit specified for the upper flight information region shall
constitute the upper vertical limit of the flight information region and shall
coincide with a VFR cruising level.
Note. In cases where an upper flight information region is established, the
procedures applicable therein need not be identical with those applicable in the
underlying flight information region.

Control Areas
Control areas, including, inter alia, airways and terminal control areas shall be
delineated so as to encompass sufficient airspace to contain the flight paths of those
IFR flights or portions thereof to which it is desired to provide the applicable parts
of the air traffic control service, taking into account the capabilities of the
navigation aids normally used in that area.
In a control area other than one formed by a system of airways, a system of routes
may be established to facilitate the provision of air traffic control.
A lower limit of a control area shall be established at a height above the ground or
water of not less than 200M (700ft). This does not imply that the lower limit has to
be established uniformly in a given control area.
An upper limit of a control area shall be established when either:
a) air traffic control service will not be provided above such upper limit; or
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b) the control area is established; such upper limit shall coincide with the lower limit
of the upper control area.
When established, such upper limit shall coincide with a VFR cruising level
in accordance with the semi-circular rule.

Flight information regions or Control areas in the upper airspace.

Where it is desirable to limit the number of flight information regions or control
areas through which high flying aircraft would otherwise have to operate, a flight
information region or a control area, as appropriate, should be delineated to
include the upper airspace within the lateral limits of a number of lower flight
information regions or
Aircraft holding in the vicinity of aerodromes are considered as arriving aircraft.

Control Zones
The lateral limits of a control zone shall extend to at least 9.3 km (5 NM) from the
centre of the aerodrome or aerodromes concerned in the directions from which
approaches may be made. A control zone may include two or more aerodromes
situated close together.
If a control zone is located within the lateral limits of a control area, it shall extend
upwards from the surface of the earth to at least the lower limit of the control area.
An upper limit higher than the lower limit of the overlying control area may be
established when desired.

Identification of air traffic services units and airspaces

ICAO Recommendations: An area control centre or flight information centre should be
identified by the name of a nearby town or city or geographic feature.
An aerodrome control tower or approach control office should be identified by the
name of the aerodrome at which it is located.
A control zone, control area or flight information region should be Identified
by the name of the unit having jurisdiction over such airspace.

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 CHAPTER 3

3.1 THE NAIROBI FLIGHT INFORMATION REGION (HKNA

FIR)
The air traffic services provided within this region are flight information
service, alerting service and air traffic control service within controlled
airspaces.

The HKNA FIR is delineated as follows: -

From point 0400N03405E clockwise along 0400N latitude upto the
Kenya/Somalia territorial boundary (0400N04152E) then south along the
Kenya/Somalia territorial boundary to points 0145S04140E and 0200S04200E
respectively; along 0200S to point 0200S04400E; southwards along the
04400E longitude to a point 0442S04400E, then westward along the 0442S to
0442S03914E then along the Kenya/Tanzania and the Kenya/Uganda
territorial boundaries back to point 0400N03405E.

The vertical dimensions for the above described region are ground or water as
the lower limit and unlimited as the upper limit.
Also forming part of the HKNA FIR is a triangular-shaped region with
vertical dimensions of FL245 LOWER limit and unlimited as upper limit.
This additional portion or the FIR is enclosed between the following co-
ordinates: -0442S04400E then along the 04400E longitude southwards to a
point 0830S04400E and then to a point 0442S0400OE.

The unit responsible for the provision of air traffic services within this region
is Nairobi Flight Information Centre and the Area Control Centre within
controlled airspaces.
Within the HKNA FIR, VFR flights are prohibited above FL145, along Airways
and at night at all levels except within the control zones.

3.2. Neighboring FIRs

The following FIRs share portions of common FIR boundaries with Nairobi
FIR:
North Khartoum (HSSS) and Addis Ababa FIRs (HAAA),
South Dar es Salaam (HTDC) and Seychelles FIRs (FSSS),
East Mogadishu (HCSM) and Seychelles FIRs (FSSS),
West Entebbe FIR (HUEC).

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 3.3 Control Areas within the HKNA FIR.
Control areas within Nairobi FIR are established in the form of Terminal
Control Areas (TMAs) and Airways. These are: -
Nairobi TMA, Mombasa TMA, Wajir TMA and Eldoret TMA,

The Airways are: -

L/UL433(A/UA609), UQ135, UQ315 UL432 (UA408), UM216,
UM220, UN553, UN554, UM308 (UG650), UA727, UM304
(UB612), UL434 (A/UA610), UP312 (UA405), UL431 (UA407),
UL437 (UB400), UL445 (UB533), UL442 (UB532), UN301
(UR611), UM315 (UR409), UM306 (UG450), UL303, UM997,
UM657 (UG657) and UM311 (UG658).

NAIROBI TERMINAL CONTROL AREA (TMA) Lateral Limits

The Nairobi TMA is a circular airspace extending 50 nautical miles’ radius

centred on NV VOR/DME (NAVEX).

Vertical Limits
The lower limit of the TMA is 1500ft. A.G.L and the upper limit is FL195.
It is designated as a controlled airspace Class E.

MOMBASA TERMINAL CONTROL AREA

The lateral limits lie within: -

Area formed within an arc of 42NM centred at MALINDI VOR/DME

from way point NORVU, clockwise to PSN 031421.25S, 0404850.69E
south westwards to 043916.17S 0400507.91E, along HTDC/HKNA FIR
boundary to PSN S041626.03 E0384059.94, then direct to NORVU

From 1500ft AGL to FL145, the TMA is designated as controlled airspace

Class E.

ELDORET TERMINAL CONTROL AREA

The lateral limit lies within: -
An area formed within an arc of 50 NM centred at ELDORET
VOR/DME from PSN N011441.48 0351346.82E clockwise to
NEVON (S002558.03 E0351358.01), then along a straight line to
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ALKON northward along HUEC/HKNA FIR boundary to GONGU,
eastwards to N011441.48 E0351346.82.
The TMA extends vertically from 1500ft AGL to FL145.

This TMA is designated as controlled airspace Class E.

WAJIR TERMINAL CONTROL AREA

An arc of radius 50NM centred at WAJIR VOR/DME PSN
014448.53N0400456.73E to intersect the boundary of HKR10 at
013248.91N 0391643.17E, clockwise along the arc to OKNAV then
direct to APNEX, along the HKNA/HCSM FIR boundary to ENABO,
westwards to position 005729.67N 0392352.54E - 012328.38N
0390853.11E and along the boundary of HKR10 to 013248.91N
0391643.17E

3.4 CONTROL ZONES WITHIN HKNA FIR

MALINDI CONTROL ZONE.

This control zone lies within the lateral limits of the Mombasa TMA.
It extends from Ground to 5000ft AMSL
The lateral dimension lies within a circle of 15NM radius centered at point
0315S04005E.
This airspace is designated as controlled airspace Class D.

MOMBASA CONTROL ZONE.

This is a circular airspace 15NM radius centered at point 0402S03935E (ARP).
The vertical limits are Ground to 3500ft AMSL.
The zone is designated as controlled airspace Class D.

NAIROBI CONTROL ZONE.

This airspace lies within the lateral limits of Nairobi TMA and
encompasses three aerodromes, i.e. HKJK, HKNW and HKRE
The lateral limit lies within a circle of 15NM radius centered at point
0119S03652E. The vertical limit extends from Ground to 9000ft AMSL.
Due to the complex nature of traffic into and out of the three aerodromes and
the close distances between them, the control zone is subdivided into three
sectors namely, Area I, II and III.

Area I and II are designated as controlled airspace Class D,

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 while Area III is controlled airspace Class C.

KISUMU CONTROL ZONE.

This is an airspace 15NM radius centered on KIV
VOR/DME.
It extends vertically from Ground to 9000ft AMSL.
It is designated as controlled airspace Class D.

ELDORET CONTROL ZONE.

This is a circular airspace 15NM radius centered at 002433N0351349E (ELD
VOR/DME).
Vertically the zone is from Ground to 10,000ft AMSL
The airspace is designated as controlled airspace class D.

CHAPTER 4

4.1. AIR ROUTES

Any route specified and designed for channeling the flow of traffic as
necessary for the provision of air traffic services is called an ATS route.
ATS routes are classified in accordance with the type of air traffic service(s)
provided along them. The classification is similar to that of ATS airspaces.

The main categories of ATS route are: -

a) Flight Information Route an ATS route along which flight information
service
and alerting service are provided.

b) Advisory/ Route An ATS route along which air traffic advisory/

service
and alerting service are provided.

c) Airway An ATS route along which air traffic control

service,
flight information service and alerting
service are provided.

d)Area navigation route An ATS route established for the use

of aircraft capable of employing area
navigation
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4.2. PRINCIPLES GOVERNING THE IDENTIFICATION OF ATS
ROUTES
OTHER THAN STANDARD DEPARTURE AND ARRIVAL
ROUTES.

4.2.1 Designators for ATS routes:

The purpose of a system of designators for ATS routes is to allow both pilots and
ATS, taking into account the requirements resulting from automation: -

a) to make unambiguous reference to any ATS route without one need to resort
to the use of geographical coordinates or other means in order to describe it;
b) to relate an ATS route to a specific vertical structure of the airspace,
as applicable;
c) to indicate a required level of navigation performance accuracy, when
operating along an ATS route or within a specified area; and
d) to indicate that a route is used primarily or exclusively by certain
types of aircraft.

In order to meet this purpose, the designation system should: -

a) permit the identification of any ATS route in a simple and unique
manner;
b) avoid redundancy;
c) be usable by both ground and airborne automation systems;
d) permit utmost brevity in operational use; and
e) provide sufficient possibility to cater for any future requirements without
the need for fundamental changes.

Controlled, advisory/ and uncontrolled ATS routes, with the exception of

standard arrival and departure routes, should therefore be identified as specified
hereafter.

4.2.2. Composition of Designators

The ATS route designator should consist of a basic designator
supplemented, if necessary, by: -

a) one prefix as prescribed below (i.e. K, U, S);

b) one additional letter as prescribed below, (i.e. F, G).

The number of characters required to compose the designator should,

whenever possible, be kept to a maximum of five and should, in no case,
exceed six characters.
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 The basic designator should consist of one letter of the alphabet followed
by a number 1 to 999.
Selection of the letter should be made from those listed hereunder: -
a) A, B, G, and R for routes which form part of the regional network of
ATS routes and are not area navigation routes;
b) L, M, N, and P for area navigation routes which form part of regional
networks of ATS routes;
c) H, J, V and W for routes which do not form cart of regional networks
of ATS routes and are not area navigation routes;
d) Q, T, Y and Z for area navigation routes which do not form part of regional
networks of ATS routes.

Area Navigation Route - An ATS route established for the use of aircraft
capable of employing area navigation.
Area Navigation (RNAV) - A method of navigation which permits aircraft
operation on any desired flight path within the coverage of station-referenced
navigation aids or within the limits of the capability of self-contained aids, or a
combination of these).

Where applicable, one supplementary letter should be added as prefix to the

basic designator in accordance with the following: -
a) K to indicate low level route established for use primarily by helicopters;
b) U to indicate that the route or portion thereof is established in the
upper airspace;
c) S to indicate a route established exclusively for use by supersonic aircraft during
acceleration, deceleration and while in supersonic flight.

When prescribed by the appropriate ATS authority or on the basis of regional

air navigation agreement, a supplementary letter may be added after the basic
designator of the ATS route in question in order to indicate the type of
service provided on the route in accordance with the following: -

a) the letter F to indicate that on the route or portion thereof, advisory

service only is provided;
b) the letter G to indicate that on the route or portion thereof, flight
information service only! s provided.

Note. Implementation of route or portion thereof as controlled route,

advisory route or flight information route is indicated in aeronautical
charts and aeronautical information publications in accordance with the
15
 provision in Annexes 4 and 15.

4.2.3. ASSIGNMENT OF THE BASIC DESIGNATOR

Basic ATS route designators should be assigned in accordance with the
following principles: -
The same basic designator should be assigned to the main trunk route
throughout its entire length, irrespective of terminal control areas, states or
regions traversed.
Note. This is of particular importance where automated ATS data processing and
computerized airborne navigation equipment is used.

Where two or more trunk routes have common segment, the segment in question
should be assigned each of the designators of the route concerned, except where
this would present difficulties in the provision of air traffic service, in which case,
by common agreement, one designator only should be assigned.
A basic designator assigned to one route should not be assigned to any other
route.
State's requirements for designators should be notified to the Regional Offices of
ICAO for co-ordination.

4.2.4. USE OF DESIGNATORS IN COMMUNICATIONS

In printed communications, the designators should be expressed at all times
by not less than two and not more than six characters,
In voice communications, the basic letter of a designator should
be spoken in accordance with the ICAO spelling alphabet.
Where the prefix K, U or S specified above are used, they should, in
voice communications, be spoken as follows:
K - KOPTER
U - UPPER
S – SUPERSONIC

The word "kopter" should be pronounced like in the word "helicopter" and the
word "upper" and '"supersonic" in the English Language. Where the letter F and
G as specified above are used, they should, in voice communication, be spoken
in accordance with the ICAO alphabet.

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 4.3 THE PRINCIPLES GOVERNING THE ESTABLISHMENT
AND IDENTIFICATION OF SIGNIFICANT POINTS.

4.3.1. ESTABLISHMENT OF SIGNIFICANT POINTS

Significant points should, whenever possible, be established with reference to
ground-based radio navigation aids, preferably VHF or higher frequency aids. Where
such ground-based radio navigation aids do not exist, significant points should be
established at locations which can be determined by self-contained airborne
navigation aids, or where navigation by visual reference to the ground is to be
effected, by visual observation. Specific points may be designed as "transfer of
control" points by agreement between adjacent air traffic control units or positions
concerned.

4.3.2. DESIGNATORS OF SIGNIFICANT POINTS BY THE

SITE OF A RADIO NAVIGATION AID

Plain language name for significant points marked by the site of

radio navigation aid:
Whenever practicable, significant points should be named with reference to an
identifiable and preferably prominent geographical location.

In selecting a name for the significant point, care should be taken to ensure that the
following conditions are met: -

a) the name should not create difficulties in pronunciation for pilots or ATS
personnel when speaking in the language used in ATS communications. Where the
name of a geographical location in the national language selected for designating a
significant point gives rise to difficulties in pronunciation, an abbreviated or
contracted version of this name, which retains as much of its geographical
significance as possible should be selected.

Example: FUERSTENFELDBRUCK = FURSTY

b) the name should easily be recognizable in voice communication and should be free
of ambiguity with those of other significant points in the same general area. In
addition, the name should not create confusion with respect to other
communications exchanged between air traffic services and pilots.
c) the name should, if possible, consist of at least six letters and form two syllables and
preferably not more than three.
d) the selected name should be the same for both the significant point and the radio
navigation aid marking it.
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4.3.3. Composition of Coded Designators for Significant Points marked by
the Site of a Radio Navigation Aid: -
The coded designator should be the same as the radio identification of the radio
navigation aid. It should be so composed, if possible, as to facilitate association with
the name of the point in plain language.
Coded designators should not be duplicated within 1100km (6OOnm) of the location
of the radio navigation aid concerned, except as noted hereunder.

Note. When two radio navigation aids operating in different bands of one frequency
spectrum are situated at the same location, their radio identifications are normally
the same. State's requirements for coded designators should be notified to the
Regional Offices of ICAO for co-ordination.

4.3.4. Designators for Significant Points NOT Marked by the Site of a Radio
Navigation Aid:
Where a significant point is required at a position not marked by the site of a radio
aid. the significant point should be designated by a unique five-letter
pronounceable "name-code". This name-code designator then serves as the name as
well as the coded designator of the significant point.

This name-coded designator should be selected so as to avoid any difficulties in

pronunciation by pilots or ATS personnel when speaking in the language used in
ATS communications.

Example: ADOLA, KODAP, NAKAT, TULAP, SINGI, KISAK, etc.

The name-code designator should be easily recognizable in voice communications

and should be free of ambiguity with those used for other significant points in the
same general area.

The name-code designator assigned to a significant point should, if possible,

not be assigned to any other significant points. State's requirements for coded
designators should be notified to the Regional Offices of ICAO for co-
ordination.

In areas where no system of fixed routes is established or where the routes followed
by aircraft vary depending on operational considerations, significant: points should
be referred to by geographical coordinates expressed in degrees and, if necessary,
minutes and tenths of minutes of latitude and longitude, except that permanently
established significant points serving as exit and/or entry points into such areas
18
 should be designated in accordance with the applicable provision as stated above.

USE OF DESIGNATORS IN COMMUNICATION

Normally the name selected in accordance with 4.3.2 and 4,3.4 should be used to refer
the significant point in voice communications. If the plain language name for
significant point marked by the site of radio navigation aid in accordance with 4.3.2 (a)
is not used, it should be replaced by the coded designator which, in voice
communications, should be spoken in accordance with ICAO spelling alphabet.
In printed and coded communications, only the coded designator or the selected name-
code should be used to refer to a significant point.

4.3.5 Significant Points used for Reporting purposes:

In order to permit ATS to obtain information regarding the progress of aircraft in
flight, selected significant points may need to be designated as reporting points.

In establishing such points, consideration should be given to the following

factors:

a) the type of air traffic services provided;

b) the amount of traffic normally encountered;
c) the accuracy with which aircraft are capable of adhering to the current flight
plan;
d) the speed of aircraft
e) the separation minima applied;
f) the complexity of airspace structure;
g) the control method(s) employed;
h) the start or end of significant phases of a flight (climb, descent, change of
direction, etc.)
i) transfer of control procedures;
j) safety and search and rescue aspects;
k) the cockpit and air-ground communication
workload.

Reporting points should be established either as "compulsory" or as ''"on-

request". In establishing compulsory reporting points, the following principles
should apply: -

a) compulsory reporting points should be limited to the minimum necessary for the
routine provision of information to air traffic services units on the progress of
19
 aircraft in flight, bearing in mind the need to keep cockpit and controller
workload and air-ground communications load to minimum.
b) the availability of a radio navigation aid at location should not necessarily
determine its designation as compulsory reporting point.
c) compulsory reporting points should not necessarily be established at flight
information region or control area boundaries.

"On-request" reporting points may be established in relation to the requirements of air

traffic services for additional position reports when traffic conditions so
demand.

The designation of compulsory and on-request reporting points should be reviewed

regularly with a view to keeping the requirements for routine position reporting to the
minimum necessary to ensure efficient air traffic services.

Routine reporting over compulsory reporting points should not systematically be made
mandatory for all flights in all circumstances. In applying this principle, particular
attention should be given to the following: -
a) high speed, high flying aircraft should not be required to make routine position
reports over all reporting points established as compulsory for low-speed,
low-flying aircraft.

b) Aircraft transiting through a terminal control area should not be required to

make routine position reports as frequently as arriving and departing
aircraft.

In areas where the above principles regarding the establishment of reporting points
would not be practicable, a reporting system with reference to meridians of
longitudes or parallels of latitude expressed in whole degrees may be
established.

4.3.7. ATS ROUTES WITHIN NAIROBI FIR & DESIGNATED

REPORTING POINTS
Within the context of Africa and Indian Ocean (AFI) regional network of ATS
routes, L433 is a main trunk route connecting Accra (Ghana) and Mauritius, except
between NV VOR/DME (NAVEX) AND MOV VOR/DME (MOVEX). The
portion of this route between HUEC/HKNA FIR boundary and Mombasa, L433 is an
airway and comprise of both the lower and upper systems. The portion between
Mombasa and Mauritius has the upper system only, and airspace classification is
Class A. the airway portions are designated as L433 and UL433.
20
 -
DETAILS OF AIRWAYS L/UL433
The track of this airway from HKJK towards HUEN is 288/108 deg. M. while towards
HKMO is 136/316 deg. M from MOVEX (MOV VOR/DME) to KISAK is 132 deg
M. Width is 10NM.

Vertical Limits
L433 - Lower Limit 8500ft MSL
Except between MELMO and Nairobi NV
VOR/DME –
where it is FL115
Upper limit – FL245

UL433
- Lower limit – FL245
- Upper limit – unlimited

Reporting Points: -

21
 L433 - ALKON 38 MELMO - HUEC/HKNA FIR boundary
MELMO 84NM NAKAT - Abeam ‘KI’ NDB
NAKAT 100NM NV VOR/DME (NAVEX)

UL433 - ALKON 38NM MELMO- (ALKON)HUEC/HKNA FIR boundary

MELMO 49NM NAKAT - (MELMO)Abeam ‘KI’ NDB
NAKAT 100NM NV-Nairobi UTA boundary

- MOV VOR/DME 47NM MOKAD 33NM NIDED 270NM KISAK

MOKAD 303NM KISAK - Mombasa TMA boundary

NIDED - intersection between L/UL433 and UL437

KISAK - HTDC/HKNA FIR BDRY

Airway L/UL433 is designated as controlled airspace (Class A)

UL445

This ATS route connects Nairobi and Dar es Salaam. The whole of it is an
airway considered to be within the upper system only. Thus the designator’s
UL445.

DETAILS: -
The central track of this route is 160 deg. M. from NV VOR/DME. It has a
width of 10 NM. It is designated as controlled airspace (Class A).
Vertical Limits: -
Lower limit – FL215
Upper limit – Unlimited

Reporting points: -
GABSO 100 NV VOR DME (NAVEX) -
OKNES 48 NM GABSO - Intersection of UL434
LUDOL 14 NM OKNES - HKNA/HTDC FIR boundary

UA727

This is a trunk route connecting Cairo (Egypt) and Kilimanjaro and is a lower
and upper airspace route. The portion which lies within the Nairobi FIR has
been established Controlled Airspace (Class A).

22
 DETAILS: -
The central track is as follows: - 164/344 deg. M
ANTAX to LODWAR VOR/DME 55NM - 173/353 deg. M.
LOV VOR/DME KAMAS 90.5NM
KAMAS to NAK VOR/DME 117NM
NAK VOR DME to NV VOR/DME 77NM - 143/323 deg .M
NV VOR/DME to UTATA 84NM - 178/358 deg. M

Vertical Limits:

Lower limit: FL 245 (ANTAX/NV)

Upper limit: Unlimited

Width: 30NM

Reporting Points:

ANTAX - HSSS/HKNA FIR boundary

LOV - Lodwar VOR/DME
KAMAS - Intersection UN554
NAK - Nakuru VOR/DME
NV - Nairobi VOR/DME
UTATA - HKNA/HTDC/FIR boundary

UM308

The main trunk route connects Jeddah (Saudi Arabia) and Nairobi. The whole
route in the Nairobi FIR is an Airway designated as UM308.
It is designated as upper airspace (Controlled Airspace Class A).

Details:

The central track of UM308 is 017 deg. M. from NAK VOR to RUDOL and
has a width of 40NM.

Vertical Limits:

Lower limit - FL245

Upper limit - Unlimited

Reporting Points:

23
 NV VOR/DME to NAK VOR/DME 77NM -
NAK VOR/DME to LOTAS 81NM-
LOTAS to RUDOL HKNA/HAAA FIR boundary 188NM

UM306
This route connects Bujumbura (HBBA) and Mogadishu (HCMM) through Nairobi
(HKJK). The central track between PARIN and NV is 256 deg M., between NV
VOR/DME and Garissa VOR/DME (GAR) the central track is 072 /252 deg M.

Vertical Limits

Lower Limit - FL245

Upper Limit -Unlimited

Width – 10NM

Reporting Points:
PARIN 100NM- NV VOR/DME 186NM -IBROM (Intersection with UN301)-72NM
EPLAV (Intersection with UM310) 14NM -KESOM (FIR BDRY HKNA/HCSM)

UP312

The main truck route connects Johannesburg. It has a width of 10nm. To Hargeisa,
the track is 045 deg.M.via Wajir and then Mandera.

Vertical Limits to FAJS:

Lower Limit - FL245

Upper Limit - Unlimited

Reporting Points:

LOSIN 50NM EVATO– LOSIN is the Transfer point between HTDA and HKNA
ABM ‘AR’ NDB)
EVATO 70NM NV –HKNA/HTDC boundary
NV VOR/DME (NAVEX)

Vertical limits to Hargeisa:

Lower limit- FL245

Upper limit- Unlimited

24
 Central track NV VOR/DME (NAVEX)-WAV VOR/DME (WAJIR) 045 deg. M.,
VOR/DME (WAJIR)-MAV VOR/DME (MANDERA) 039 deg.M.

Reporting Points:

NV VOR/DME (NAVEX)
263NM WAV VOR/DME (WAJIR)
WAJIR – WAV VOR/DME 172NM MAV VOR/DME (MANDERA)

L/UL434

This is a trunk route connecting Yaoundé (Cameroon) and Praline (Seychelles) via
Entebbe, Kilimanjaro and Mombasa.

DETAILS:

Track
MERKU -OKNES- GADLA 70NM-MOV/VOR/DME- 103/283 deg. M, 37NM
MOBAT 51NM – IMKAK106 NM ORSER 66NM XABON to PRASLIN-
093/273 deg.M.

L434

Vertical Limits:
Lower limit: FL 115 MERKU/MOV VOR /DME
Upper limit: FL 245 MERKU /MOV VOR/DME

UL434

Lower Limit: FL 245

Upper Limit: Unlimited

Width

L434- 10NM MERKU/MOV VOR/DME

UL434-10NM MERKU/MOV/XABON

Reporting Points:

25
L434/UL434

MERKU-HKNA/HTDA FIR boundary

OKNES-Intersection of UL445
GADLA- 70NM TO MOVEX
(MOV VOR/DME)

UL434

MOV VOR/DME 51NM MOBAT 106NM IMKAK 66NM ORSER

MOBAT-(Mombasa TMA boundary)
IMKAK-Intersection of UL437
ORSER 66NM
XABON –FSSS/HKNA FIR boundary.

UL432

This is a trunk route connecting Bujumbura and HAAB via Entebbe (NN
VOR/DME). The route is an Airway from ALTIN (HUEN UTA BDRY) IN HUEC
FIR to EKBUL a transfer point at HKNA /HAAA FIR Bdry. It has been
implemented in the Nairobi FIR as a controlled airspace Class A.

DETAILS:

Track. The track from Entebbe to PATAR IS 045/225 deg M and from PATAR to
Lodwar VOR/DME
045/225 Deg M. From LOV VOR/DME to EKBUL the track is 027/207 Deg
PATAR to LOV VOR DME 55NM
LOV VOR/DME to EKBUL 60NM

Vertical Limits:

Lower limits – FL245

Upper limits – Unlimited

Width: 10NM.

UM311

The route joins Nairobi to Praslin (Seychelles) direct. It has been established as an
airway within the upper airspace system (Class A)

Details:

26
It is on a track of 100 deg. M. from Nairobi VOR/DME and the vertical limits are
FL245 to unlimited.
Width -10NM

Reporting Points:

NV VOR/DME
EVOGO-Intersection UN301
EVUDA-Intersection UM310
DESRA-Intersection with UL431
EVARU-Intersection of UL437
NETAR-NAIROBI/SEYCHELLES FIR boundary

NV VOR/DME (NAVEX) to EVOGO 174NM

EVOGO to EVUDA 25NM
EVUDA to DESRA 76 NM
DESRA to EVARU 66NM
EVARU to NETAR 95NM

UM310

This is another trunk route starting from Maseru to Hargeisa through Dar es
Salaam and Mombasa. It has been established as an airway in the upper airspace
Class A.

Details:

It is on a track of 010 deg.M from UVUKO thro’ MOV VOR/DME to MIDNI

and on 196deg. M Mombasa to Dar es Salaam.

The lower limit is FL 245 and Upper Limit is Unlimited.

Reporting Points:

UVUKO to MOV VOR/DME 46NM 64NM - MOV VOR/DME

MOV VOR/DME to MIDNI 64MN
MIDNI to EVUDA 68NM - Intersection of UM311
EVUDA to EPLAV 119NM -Intersection UM306/UL303
EPLAV to ENABO 59NM - HCSM/HKNA FIR boundary

UL431

Trunk route running from Lusaka to Mogadishu via Dar es Salaam and
Mombasa. It has been established in the Nairobi FIR as an airway. (Class A)

27
 Details:

Its track from Mombasa to Dar es Salaam is 189 deg. M and 044 deg. M to
Mogadishu.
The Lower limit is FL245 and the Upper Limit is Unlimited.

Width ---10NM

Reporting Points:

UVUKO - HTDC/HKNA FIR boundary

UVUKO TO MOV VOR/DME 46NM
MOV VOR/DME to AVUDU 66NM
AVUDU to DESRA 92NM -Intersection with UM311
DESRA to GETAT 22NM
GETAT-HCSM/HKNA FIR boundary.

UM304

A route connecting Nakuru VOR/DME to Gozo via Malakal. It is an airway in

the upper airspace Class A.

Details

Established on a track of 336 deg.M from NAK VOR/DME to PATAR.

PATAR TO EPLAS track of 335 deg. M.
Lower limit-FL 245
Upper Limit-Unlimited.

Reporting Points:

NAK-(Nakuru) VOR/DME
KIMET-Intersection UN554
PATAR-Intersection UL432/UN553/UM216
EPLAS-HSSS/HKNA FIR boundary

NAK VOR/DME to KIMET 94NM

KIMET to PATAR 75NM
PATAR to EPLAS 104 NM

UL442

A route running from KINDU to Nairobi via Kigali, established as an airway in

the upper airspace (Class A)

28
 Details:
On track of 265 deg. M from Nairobi VOR/DME
Lower limit – FL245
Upper Limit – Unlimited

Width – 10NM

Reporting Points:
APLOG – HTDC/HKNA FIR boundary
APLOG to ETOSO 74NM – HKNA TMA BDRY
ETOSO to NV VOR/DME– 50NM

UL437

A trunk route from Gaborone through DV VOR/DME and HCSM FIR boundary
and then continues to the Middle East. It has been established in the upper
airspace within the Nairobi FIR (Class A).

Details: -
The track from Dar es Salaam to Mogadishu is 037 deg. M.
The lower limit is FL245 and the upper limit Unlimited.
Width – 10NM

Reporting Points: -

ELAVA– HTD/HKNA FIR boundary

ELAVA to NIDED 21NM –Intersection UL433
NIDED to IMKAK 60NM– Intersection UL434
IMKAK to EVARU 132NM– Intersection UM311
EVARU to ITMAR 16NM
ITMAR – HCM HKNA FIR boundary

UM315

Overlaps with UP312 BTN NV VOR/DME and LOSIN

Lower limit – FL245

Upper limit – Unlimited

Airspace Class – A

Reporting points: -
NV VOR/DME to EVATO 70NM
EVATO – LOSIN 50NM

29
 LOSIN – Transfer point |(KHKNA/HTDC FIR).

UM997

Established between Wajir (WAV VOR/DME) and AVEDI 012 Deg M and Dire
Dawa in Ethiopia.

Lower Limit – FL245

Upper Limit – Unlimited

Width – 10NM

Reporting points:
WAV VOR/DME to AVEDI 138NM
AVEDI – HKNA/HAAA FIR BDRY

UN301

A trunk route from Mombasa through Wajir to Addis Ababa AND THEN TO
BENINA in Libya.

Details
Track is 004 deg.M from MOV/VOR /DME
Lower limit-FL245

Upper limit-unlimited
Width 10NM

Reporting points.

MOV VOR/DME 130NM

Mombasa TMA BDRY
EVOGO 89NM
IBROM130NM
WAV 125NM
ALEMU

UN553 (RNP10)

Reporting points
LODWAR LOV/VOR/DME 55NM PATAR

LOWER LIMIT FL245

30
UPPER LIMIT UNLIMITED

AIRSPACE CLASSIFICATION CLASS A

UN554 (RNP10)
REPORTING POINTS

RUDOL 171NM KAMAS 35NM KIMET 31NM USERO 57NM KIV 34NM
PEMIK 35NM AKUMU

LOWER LIMIT- FL245

UPPER LIMIT- UNLIMITED

AIRSPACE CLASSIFICATION CLASS A

UN556 (RNP10)

REPORTING POINTS
NV VOR 77NM NAK VOR 27NM BENDU 55NM USERO 42NM GONGU

LOWER LIMIT- FL245

UPPER LIMIT- UNLIMITED

AIRSPACE CLASSIFICATION CLASS A

UP676 (RNP10)

REPORTING POINTS
NV VOR 72NM MAGAD 26NM SELRU

LOWER LIMIT- FL245

UPPER LIMIT- UNLIMITED

AIRSPACE CLASSIFICATION CLASS A

UL303(RNP10)
Reporting points

NV VOR/DME 186NM IBROM 72NM EPLAV 14NM KESOM

LOWER LIMIT- FL245

UPPER LIMIT- UNLIMITED

31
 AIRSPACE CLASSIFICATION CLASS A

CHAPTER 5

PHYSICAL FEATURES OF KENYA

Maps for this chapter should be studied in conjunction with the map of towns,
railways and physical features of Kenya.

Superimposition of various ATS airspace on the map should help the students to
assess accurately the position of a particular feature relative to any of these
airspaces, e.g. the position of Mt. Kilimanjaro relative to airway UL445.

5.1 THE RIFT VALLEY

The Great Rift Valley that traverses the African continent runs through western
Kenya from north to south as shown on the attached map. The student should be able
to sketch the Rift Valley on a given map of Kenya.

5.2 LAKES
All along the whole length of the Rift Valley are a number of lakes of various sizes.
In fact, all lakes in Kenya except Lake Victoria are located inside the Rift Valley.

These lakes from north to south are: -

(i) L. Turkana – the biggest
(ii) L. Baringo
(iii) L. Bogoria
(iv) L. Nakuru
(v) L. Elmentaita – not shown on the map
(vi) L. Naivasha
(vii) L. Magadi
(viii) L. Natron – in Tanzania
(ix) L. Manyara – in Tanzania

32
 5.3 RIVERS
River Tana:
This river runs from central highlands of Kenya to the Indian Ocean with its mouth to
the south of Witu. It flows via Garissa, Bura and Hola.

Rivers Turkwell and Kerio:

These two rivers originate from the Cherangani Ranges and pour their waters into
Lake Turkana, River Kerio runs along the Rift Valley.

River Ewaso Nyiro:

This river originates from central Kenya and runs eastward into Somalia. It runs
through Samburu, Merti, Habaswein and Liboi.

5.4 TOWNS/AERODROMES AND RAILWAY NETWORK

Students should keenly study the map of “Towns, Railway and Physical Features of
Kenya.” Superimposed on the map are lateral dimensions of various ATS airspace,
e.g. the position of Keekorok (HKKE) relative to Nairobi UTA or the general track of
the main railway line (Mombasa to Nairobi) relative to airway A/U1609.

TOWNS/AERODROMES
For each of the Towns/Aerodromes of Kenya and their respective ICAO 4-letter
location indicators, the student should refer to the AIP Kenya and the relevant ICAO
documents.

5.5 RAILWAYS NETWORK

The main line runs from Mombasa through Nairobi to Tororo in Uganda. Other
towns in kenya it passes through are Naivasha (HKNV), Nakuru (HKEL).

There are other lines which branch off from the above main line to other towns in the
country. These branches are: -
(a) Voi to Kilimanjaro
(b) Konza to Magadi
(c) Nairobi to Nanyuki
(d) Nakuru to Kisumu
(e) Naivasha to Nyahururu
(f) Eldoret to Kitale

5.6 MOUNTAINS PEAKS AND RANGES

These terrain features remain permanent participants in the art of air traffic control
and flying more than any other land feature. For every flight plan or intended track,
they become of prime safety concern to both the pilot and the controller until the
aircraft is vertically or laterally well clear.

In procedural control although the pilot in command is responsible for his aircraft

33
with regard to terrain, the controller shall not assign to an aircraft a level that is below
the minimum safe level with regard to terrain. As such, high terrain features remain
as indispensable liabilities that the controller has to learn to work with. The only way
a controller can overcome the dangers and problems associated with terrain features
is to know the precise position and elevation of each one of them that is located
within the lateral limits of his airspace of jurisdiction.

PEAKS AND RANGES WITHIN LATERAL LIMITS OF NAIROBI

TMA/UTA

Mt. Kenya (17,058ft)

This is the highest mountain in Kenya and is located to the north of Nairobi just
outside the TMA boundary (see map). The elevation of Mt. Kenya is 17058ft and is
80NM from Nairobi on a bearing of 019 deg. Magnetic.

Aberdares Ranges (13,120ft, 12,816ft)

These ranges are located on the eastern edge of the Rift Valley and have two
prominent peaks namely Satima to the north and Kinangop to the south.

Satima has an elevation of 13,120ft and is 65NM from Nairobi on a bearing of 341
deg. M.
Kinangop has an elevation of 12,816ft and is 40NM from Nairobi on a bearing of
342 deg. M.

Mau Escarpment (10,165ft)

This is a range which is smaller than the Aberdares and located on the western edge
of the Rift Valley, opposite the Aberdares. There is only one prominent peak known
as Melili. Melili has an elevation of 10,165ft and is 60NM from Nairobi on a bearing
of 303 deg. M.

Mt. Elgon (14,176ft)

This mountain peak is located at the Kenya/Uganda boundary. It is the second
highest mountain in Kenya and has an elevation of 14,176ft.

Cherangani Ranges (11,154ft)

Rivers Kerio and Turkwell originate from these ranges. These ranges are to the north
of Nairobi UTA and are located to the western edge of the Rift Valley. The highest
peak has an elevation of 11,154ft.

OTHER MOUNTAIN PEAKS

These other mountains mentioned below, although located outside the Nairobi FIR,
have direct operational significance on air traffic control in the FIR. These are Mt.
Kilimanjaro and Mt. Meru in northern Tanzania.

34
 Due to the high elevation of these two peaks and the relatively short distance between
them and the lateral limits of the Nairobi FIR, ATS operational effects emanating from
them transcends the FIR boundary into Nairobi, on a bearing of 165 deg. Magnetic.

Mt. Kilimanjaro (19,340ft)

This is the highest mountain in Africa and is located near the Kenya/Tanzania border.
It is 105NM from Nairobi on a bearing of 165 deg. Magnetic and elevation is
19,340ft.

Mt. Meru (14,979 ft)

This mountain is located near the Kenya/Tanzania border and is to the west of Mr.
Kilimanjaro. It has an elevation of 14,979ft and is 112NM from Nairobi on a bearing
of 184 deg. Magnetic.

CHAPTER 6

6.1 EN-ROUTE MINIMUM SAFE LEVELS

The minimum safe levels en-route are based on the highest terrain encountered on a
particular route. Owing to the scarcity of reporting stations and adequate QNH
altimeter setting reports, the minimum safe altitudes are not applicable en-route.

The minimum safe level which ensures terrain clearance en-route is determined
through the application of the “climatological Method.” This method permits a
margin of safety to cover variations in actual atmosphere over Kenya. The lowest
safe level en-route according to this method, is that level in the standard atmosphere
that lies 500ft above the minimum safe altitude for the route.

For example, if the highest terrain en-route is 10,000ft, the minimum safe altitude is
11,000ft and the lowest safe flight level is FL115. If this level is inappropriate, then
the next higher lever would apply.

6.2 MINIMUM IFR LEVELS FOR NAIROBI CONTROL AREA

For the purpose of assigning minimum safe IFR levels applicable, the Nairobi
Control Area is divided into six sectors based on NV VOR/DME. A minimum safe
level is allocated to individual sectors as follows: -

SECTOR RADIALS (M) SAFE FLIGHT

LEVEL
A 003 – 039 190
B 040 – 157 100
C 158 – 182 210

35
 D 183 – 284 100
E 285 – 324 120
F 325 – 002 150

In sectors A, C, E and F inbound aircraft may be authorized to descend below the

above indicated sector levels to FL100 (minimum holding level) subsequent to a
radar fix, DME range or a visual report as follows: -
 Sector A at a range of 50NM or less.
 Sector C at a range of 80NM or less
 Sector E at a range of 25NM or less
 Sector F at a range of 25NM or less
These sectors are occupied by hills of relatively low elevations which due to their
close proximity to Nairobi, have direct influence in the approach and take-off climb
phases. They also form the basis of designating the minimum sector altitudes.

6.3 HIGH GROUNDS LOCATED WITHIN 25NM OF NAIROBI

NAME DISTANCE (BEARING ELEVATION

DEG. M)
Ol Donyo Sabuk 25NM 064 7041ft
Mua Hills 20NM 119 6800ft
Lukenya Hills 12NM 155 6028ft
Ngong Hills 18NM 256 8075ft
Kerita Hills 25NM 319 8569ft

36
CHAPTER 7

PROHIBITED, RESTRICTED AND DANGER AREAS

Prohibited area is an airspace of defined dimensions above and land areas or
territorial waters of a state, within which the flight of aircraft is prohibited.

Restricted area is an airspace of defined dimensions above and the land areas or
territorial waters of a state, within which the flight of aircraft is restricted in
accordance with certain specified conditions.

Danger area is an airspace of defined dimensions within which activities

Dangerous to flight of aircraft may exist at specified times.

Warning Method
The international signal to warn aircraft that they are flying in the vicinity of a
restricted, danger or prohibited area is a series of projectiles discharged at
intervals of ten seconds each showing on bursting red and green lights or stars.
Pilots on seeing this signal should take remedial action as may be necessary.

37
AIP ENR 4.1-1
KENYA 28 APR 2016

ENR 4. RADIO NAVIGATION AIDS/SYSTEMS

ENR 4.1 RADIO NAVIGATION AIDS — EN-ROUTE

Frequency Hours of ELEV DME Coverage
Name of station (VAR) ID Coordinates
(CH) operation antenna Rmks
1 2 3 4 5 6 7
ELDORET ELD 114.7MHZ H24 002423.96N 2096.98M 200NM
DVOR/DME 0351351.82E 6879.86FT
ELDORET ELI 373KHZ H24 002356.78N 2078.79M 200 NM
NDB 0351244.20E 6820.18FT
GARISSA GAR 115.7MHZ H24 002820.66S - 200NM
DVOR/DME 0393903.24E
KISUMU KIV 114.1MHZ H24 000530.76S 1147.13M 200NM
DVOR/DME 0344323.80E 3763.50FT
LODWAR 114.3MHZ H24 030627.00N - 200 NM
DVOR/DME LOV (CH88X) 0353645.86E

MALINDI MLD 113.3MHZ H24 031400.73S 30.39M 200 NM

DVOR/DME (CH80X) 0400609.39E 99.69FT

MANDERA MAV 113.7 MHZ H24 035625.17N - 200 NM

DVOR/DME 0415151.05E
MOVEX MOV 112.3MHZ H24 035654.72S 63.14M 200 NM
DVOR/DME (CH70X) 0393833.88E 207.16FT
NAVEX NV 113.1MHZ H24 011759.65S 1609.88M 200NM
DVOR/DME (CH78X) 0365715.22E 5281.76FT

NGONG GV 115.9MHZ H24 012347.73S 2400.28M 200NM

DVOR (CH106X) 0363816.59E 7874.93FT

STONY TV 115.5MHZ H24 013012.38S 1590.31M 25NM

DVOR (CH102X) 0370116.41E 5217.55FT

LANET NAK 115.1MHZ H24 001817.08S - 200NM

DVOR/DME (CH98X) 0360919.25E

WAJIR WAV 112.5MHZ H24 014448.53N - 50NM

DVOR/DME (CH72X) 0400456.73E

38
28 APR 2016

.172
11554
S0 .561
E0365204

NAVEX
DVOR/DME ‘NV’
E

NGONG

‘G

V’

STONY
DVOR ‘TV’

39
 4
28 APR 2016

PSN S011554.172
E0365204.561

NAVEX
DVOR/DME ‘NV’

NGONG
DVOR ‘GV’

STONY
DVOR ‘TV’

Area enclosed by a line drawn from position

S011554.172 E0365204.561 055°MAG to
intersect the CTR boundary, then along the
boundary through North to the intersection of
a line BRG 252°MAG from Wilson AD thence
to PSN S011554.172 E0365204.561 via Wilson
AD
Area enclosed by a line drawn from Wilson
AD BRG 252°MAG from ARP to intersect the
CTR boundary then along the boundary Terrain clearance
to the south to the intersection of a line bearing
196°MAG from Wilson AD thence to Wilson
AD

Area enclosed by a line drawn from Wilson

AD BRG 196°MAG from ARP to intersect the
CTR boundary, then along the boundary through
NGONG and STONY VOR
east to the intersection of a line drawn from
position S011554.172 E0365204.561 and the
airspace over AREA II from 6500ft to 9000ft from

AMSL

40
AIP ENR 5.1- 1
KENYA 23 JUL 2015

ENR 5. NAVIGATION WARNINGS

ENR 5.1 PROHIBITED, RESTRICTED AND DANGER AREAS

PROHIBITED AREAS
upper
Identification, name and lateral limits Remarks: (time of activity, type of restriction, nature
limit
lower of hazard, risk of interception)
limit

1 2 3
HKP 1 MOUNT LONGONOT 8500 Communication Satellite Station
Circle of 1NM radius centred on GND
position 010107.4S 0362945.0E
HKP 2 NANYUKI UNL Military Base:-Hours of operation H24
A circle of 15NM radius centred on GND All aircraft must avoid this area, except for VFR
position 000150.2N 0370148.1E flights arriving or departing Nanyuki (civil) and
Mount Kenya Safari Club aerodromes, must give
prior notification on HKNYZTZX and obtain
Clearance on Radio FREQ.124.3 MHZ or 124.8MHZ.
Note: 1) for flights into Mt. Kenya Safari Club:- to fly
as close to the mountain as consistent to safety and
enter the zone East of the Club flying on the westerly
heading, and after landing inform Nanyuki Tower the
time of landing or request take-off clearance.
2) for flights to Nanyuki Civil:- Aircraft should route
through Naro Moru, Mt. Kenya Safari club , Timau
and return using the same route and Aircraft on
transit must establish radio contact on FREQ 124.3
MHZ or 124.8MHZ.
HKP 3 NAIROBI 9000 State House Nairobi
A circle 1 NM radius centred on GND
position 011609.4S 0364803.0E
HKP 4 SAGANA 9000 State Lodge SAGANA
A circle 1NM radius centred on GND
position 002109.7S 0370403.1E
HKP 5 ELDORET 9000 State Lodge ELDORET
A circle 1NM radius centred on GND
position 002850.1N 0351802.9E
HKP 6 KISUMU 5000 State House Kisumu
A circle 1NM radius centred on GND To be activated by NOTAM
position 000609.7S 0344502.8E
HKP 7 MOMBASA 2000 State House Mombasa
A circle 1 NM radius centred on GND
position 040405.6S 0394054.3E
HKP 9 NAKURU State house Nakuru
10000
Circle of 1 NM radius centred on Civil aircraft using Nakuru aerodrome are requested
position 001709.7S 03605.03.0E. GND to enter and leave the area on the south side and to
broadcast on 118.7MHZ.

41
ENR 5.1- 2 AIP
31 DEC 2013 KENYA
PROHIBITED AREAS
Identification, name and Limits Upper Limit Remarks:(time of activity, type of
Lower Limits restriction, nature of hazard, risk of
interception)

1 2 3
HKP 24 NAIROBI Military activities:
20000
Area bounded by lines joining clockwise To be activated by NOTAM during specific
the following points : 010909.4S GND state functions . Nairobi JKIA and Nairobi
0363703.0E Wilson will be closed during such exercises.
010209.4S 0364303.0E (Uhuru park, Nyayo stadium and Jamuhuri
010709.4S 0365703.0E park)
012009.4S 0364703.0E
010909.4S 0363703.0E
HKP 31 KAKAMEGA 9000
Circle of 1NM radius centred on position GND Kakamega State Lodge
001650.2N 0344502.8E
HKP32: MUTHAIGA GARDENS 9000
Circle of 0.5NM Radius centred on GND Residential House, Head of State
Position 011511.74S, 0365007E
HKP33 MANDA BASE UNL
Military Base
Area bounded by an arc of 3NM radius GND
centered on position 02090000S Hours of operation H24
040540000E from 020700.41S
0405145.47E clockwise to 021159.88S
0405416.09E then to 020700.41S
0405145.47E.

RESTRICTED AREAS
HKR 10 NANYUKI
Area bounded by lines and contiguous
to the prohibited area HKP 2 (Nanyuki)
joining successively the following
points:- 001209.7S 0370508.1E-
000009.8N 0375803.2E - 014949.7N
0393203.3E -032049.2N 0382003.3E -
032049.2N 0374408.2E - 000850.2N
0364803.0E - then arc of HKP2 to
001209.7S 0370508.1E
HKR 11 MOMBASA
Area bounded by lines joining
successively the following points :-
042608.5S 0391103.2E - 040213.6S
0383503.2E - 035708.6S 0383403.2E -
040708.6S 0391703.3E
HKR12 MANDA BASE
Area bounded by lines and contiguous
to prohibited area HKP33 (Manda
Base) joining successively the
following points:- 020701.16S
0405144.56E - 0123S 04113E - 0149S
04134E - 0209S 04115E - 021159.88S
0405416.09E
HKR14 EMBU AIRSTRIP
Circle of 15NM radius centred on
position 003420.42S 0372941.42E
Hours of Operations H24.
45000
During periods when the area is active all
GND flights operating under IFR must avoid the
area. Pilots operating under VFR for the
purpose of landing at aerodromes within the
area must ensure that the flight plans addressed
to HKREZTZX include entry/ exit point and
estimates. Before entering the area the pilot
must obtain a clearance on RT freq. 124.3 and
118.7 MHz secondary from the military ATS
Unit or the Nairobi Centre.
Military Training Area
12000
To be activated by means of NOTAM
GND
Military Training Area
18000
Aircraft transiting, landing or taking off at
GND aerodromes within this area to contact
Manda Tower on Frequency 128.4MHZ
Security restricted Area
9000
Aircraft landing and taking off at the
GND aerodrome contact Embu Tower on Frequency
118.3MHZ

AMDT NO. 8 KENYA CIVIL AVIATION AUTHORITY

42
AIP ENR 5.1-3
KENYA 10 DEC 2015

DANGER AREAS
Identification, name and Lateral Limits Upper limits Remarks: (time of activity, type of
Lower Limits restriction, nature of hazard, risk of
interception)

1 2
HKD 13 NAIROBI CONTROL ZONE
Area bounded by lines joining successively
the following points :- 011554.17S
0365204.52E - 010309.4S 0364903.0E-
004509.5S 0371003.1E- 010109.5S
0371203.1E-011600.4S 0365203.0E.
HKD 20 SAMBURU
An arc of 10 NM radius centered on position
004649.9N0374130.1E from 004350.0N
0375103.1E clockwise to 005449.9N
03743.1E then 005349.9N0380030.1E
005949.9N038003.1E 005949.9N 038333.2E
004350.0N038333.2E 004350.0N037513.1E.
HKD 21 MARSABIT
Within HKR 10 an area 15 NM by 30 NM
within lines joining successively the
following points: 015949.62N
0383503.25E015949.62N 385003.27E-
022949.47N 0385003.28E-022949.47N
0383503.26E-015949.62N 383503.25E
3
9000 Military Flying Training Area
GND Control of the area will be exercised by
Eastleigh TWR on FRQ 124.3 MHz.
Note: aircraft equipped with FREQ 124.3
MHZ may be permitted to fly through the
area provided that the pilot :-
i)Maintain flight under VFR.
ii) there is radio contact 5 minutes before
entering the area.
iii) The flight adheres to TWR restriction.
Departing aircraft should obtain
clearance
from Eastleigh TWR
Hours of operation as required. All air
traffic to avoid this area
20000
GND
Hours of operation as required. All air
20000 traffic to avoid this area. Military
GND exercises.

Military flying training area:

HKD 23 YATTA 29000 Hours of operation H24
Area bounded by the lines joining
GND
successively the following points :
011909.38S 0374603.11E -013309.31S
0374403.11E - 015209.23S 0385230.22E -
005857.50S 0385234.04E -011909.38S
0374603.11E
Free balloon flying daily Between 0400 -
HKD 26 KEEKOROK LODGE 200 0700 Hours.
An arc of 10NM radius centered on position
GND Pilots are adviced to exercise caution
013509.3S, 0351502.8E from 013512.34S,
when flying over this area. Flying may
0350505.49E clockwise to 014347.65S,
also take place at other times.
0352020.58E then along Kenya/Tanzania
territorial bounder to 013512.34S,
0350505.49E.

KENYA CIVIL AVIATION AUTHORITY AMDT NO.13

43
ENR 5.1-4
31 DEC 2013
DANGER AREAS
Identification, name and Lateral Limits
1 2
HKD 27 MWEIGA AIRSTRIP
10 NM radius centred on position
002109.65S 036543.04E
HKD 28 ABERDARE COUNTRY CLUB
10 NM radius centred on position
001909.66S 036563.05E
HKD 29 MOMBASA
Area bounded by line joining successively
the following points:-
041008.56S 0395403.31E - 041008.56S
0401303.35E - 043003.20S 0401305.03E
- 043008.46S 0395303.31E - 041008.56S
03954030.31E
HKD 30 LOKICHOGGIO
40NM radius centred at position
0412N03428E from position
0437N03450E clockwise to a position
0332N03428E. Thereafter along the
territorial boundaries of Kenya and
Uganda and 0437N03450E
AIP
KENYA
Upper limits Remarks: (time of activity, type of restriction,
Lower Limits nature of hazard, risk of interception)
3
Daily, particularly on Saturdays.
1500 Gliders may carry out either left or right hand
GND circuits. Visiting pilots of powered aircraft are
advised to exercise caution on joining the
circuit.
Daily, particularly on Saturdays.
1500 Gliders may carry out either left or right hand
GND circuits. Visiting pilots of powered aircraft are
advised to exercise caution on joining the
circuit.
Military flying training area:
Hours of operation will be notified by
25000 NOTAM.
GND
All aircrafts advised to contact HKLK
125.9MHZ for joining instructions giving call
sign, type of aircraft, point of departure and
FL 120 estimate HKLK using (for aircraft with HF)
GND RT CALLSIGN "Whisky Lima" on frequency
7545 KHZ USB giving flight details. Call sign
"LOKI MILITARY frequency 118.2 MHZ
before 40NM to adhere to instructions. Any
aircraft that does not comply may jeopardise
its safety.
44
AIP ENR 5.5-1
KENYA 31 DEC 2013

ENR 5.5 AERIAL SPORTING AND RECREATIONAL ACTIVITIES

Designation and lateral limits Vertical Operator/User Tel Nr. Remarks and time of
limits ACT
1 2 3 4
KEEKOROK LODGE 200 Free balloon flying,
HKD 26 KEEKOROK LODGE MSL Daily Between 0400 -
An arc of 10 NM radius centred on position 0700 Hours.
013509.3S 0351502.8E from 013512.34S Pilots are advised to
0350505.49E clockwise to 014347.65S exercise caution when
0352020.58E then along Kenya/Tanzania flying over this area.
territorial bounder to 013512.34S Flying my take place at
0350505.49E other times.

MWEIGA AIRSTRIP 1000 M Hang gliding areas

HKD 27 MWEIGA AIRSTRIP GND SAT and SUN: SR SS
10 NM centred on position 002009.65S
0365503.0E

WILSON AIRPORT Parachute jumping areas

011916.578S 0364853.881E 2000 M SAT: 0600 SS

GND SUN: 0900—1600

KIJIPWA AIRSTRIP FL 135 Kenya Skydivers club Saturdays and Sundays

GND Fax: 254 20 884445 0500-1600 UTC
A circle of 5NM radius Centred on position
035043.3S 0394820.8E The sport parachuting is
subject to approval from
Mombasa Approach

Pilots wishing to
participate in
parachuting must obtain
exemption from the
provisions of Air
Navigation Regulations.

45
46