September 29, 2014
In Accordance with International Standards
The Republic of Uzbekistan is an aviation country by right.

The main factor is that the country has its national air carrier, Uzbekistan Airways, which enjoys respect within the aviation community and connects Uzbekistan with all the continents of the globe.

Secondly, the air traffic service in Uzbekistan is up-to-date and reliable; the Centres of Unified Air Traffic Management System comply with all the international standards; the territory of the Republic of Uzbekistan is fully covered by radar monitoring and ground radio-technical facilities of air navigation. The entire air route network is adapted to international flights and integrated into the global system of air traffic. Strategic routes connecting Europe and America with South-East Asia run across Uzbekistan.

Thirdly, there are eleven modern civil airports in the country having runways and Instrument Landing System (ILS) to approach under intricate meteorological conditions. Full information on each of the airports is included into Aeronautical Information Publication (AIP), which is an official international publication for all the airlines and airmen of the world. Fourthly, Uzbekistan builds its own aircraft. Owing to this fact, we operate modern IL-144-100 airplanes made in Tashkent. They carry out domestic flights between the cities of the Republic.

Fifthly, the Republic of Uzbekistan has been a member of such important aviation organisations as International Civil Aviation Organisation (ICAO) and International Aviation Convention (IAC) since 1991.

The predominance of Western-made aircraft is today’s reality of the world aviation community. Everybody knows airplanes of the Boeing Company (USA), Airbus flying machines from Europe, Canadian CRJs and Brazilian Embraers. As far back as 1993, our airline offered our passengers to appreciate the comfort and reliability of Airbus 310.

Starting from 2004, Uzbekistan Airways pursued a policy of the total replacement of old and low-comfort Soviet airplanes by new aircraft. It should be mentioned here that our airline is the first CIS air carrier to have renovated its fleet in corpore. By now, the vast majority of the CIS airlines have switched over to Western aircraft.

The law-makers and top managers of the civil aviation of Uzbekistan continue their work on the adoption of international standards. At the end of the last year, the leaders of three key aviation organisations of the country, i.e. Uzbekistan Airways, the State Agency for Aviation Supervision, and the Air Force, decided on the radical change of the rules and procedures relating to the civil aviation flights in the air space of the Republic of Uzbekistan. The current rules, which have been established for the Antonov, Yakovlev and Tupolev airplanes and more, are not valid any longer because of mass-operating the aircraft built by Boeing, Airbus and other flagships of aircraft construction. They have to be operated in accordance with other laws and rules of the international civil aviation. It is impossible to use metric measures in the aircraft whose altimeters are based on foot system; it is impossible to maintain the flying speed in kilometers, if the height scale shows only knots (nautical miles/hour), and so on and so forth. Like many other countries, Uzbekistan uses the metric system, whereas the world civil aviation uses feet, knots and sea miles as generally accepted measurement units.

On November 14th, 2014, Uzbekistan introduced the ICAO system of units. We became a part of the aviation community which adopted unified standards of flight support and operation as far back as in 1940s.

The adoption of the unified worldwide system of altitude reading is another important change. Until recently, every pilot of the former Soviet Union flew at the altitudes in relation to the airfield level. As is generally known, all the airfields are, however, different; they have their own dimensions, location and purpose. For this reason, international air carriers switched over to another level of altitude reading long ago. This is the mean sea level (MSL). Simply speaking, all the seas have different zero levels; that is why the civil aviation community established the mean, conventional sea level as the altitude reference mark in the airfield area. It is common knowledge that airborne altimeters do their work, i.e. measure altitudes due to the capacity of the terrestrial atmosphere to reduce the atmospheric pressure according to the flying height change. In order to ensure the altimeter’s correct functioning, the crew should set the pressure reference mark using the mean sea level. The related pressure has QNH code. As to the Soviet airplanes, they were constructed to fly according to QFE, the code of pressure at the airfield level. If crews use this type of code, the probability of error is higher.

Following the leading aviation countries, Uzbekistan is now going over to the altitudes in relation to QNH pressure. Very few countries of the CIS and Eastern Europe keep flying according to the old rules, whereas most of the airlines in the CIS and Eastern Europe have reconsidered their operations and adopted the standards described in the article.

The aviation experts in Uzbekistan and other CIS countries develop joint approaches to solve the issues; they implement international aviation standards in a harmonious and interactive manner. The introduction of a unified system of flight levels measured in feet in 2011 may serve as a good example. Now most of airplanes all over the world measure flight levels in feet during the flight. The only exceptions are China and Mongolia.

We hope that application of new standards to the Uzbek civil aviation will make the flights even safer, thus attracting more passengers ready to be carried by air.

(Source: «Uzbekistan airways» magazine)


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