Incirlic Air Base

Incirlik Airbase

Incirlik Air Base (Turkish: İncirlik Hava Üssü, English: Incirlik Air Base, abbreviated Incirlik AB, IATA code: UAB, ICAO code: LTAG) is a military base near İncirlik, close to Adana in southern Turkey. It is owned by the Turkish Air Force. However, since its construction, the largest user has been the United States Air Force, which established its main hub for supplying US forces in Iraq and Afghanistan here after September 11, 2001. Between January 2016 and September 2017, the base was also used by the German Armed Forces (Bundeswehr) as part of Operation Inherent Resolve. The air base has one runway, oriented 05/23, with a length of 3,048 meters.

ICAO	LTAG
IATA	UAB
Coordiantes	37° 0´ 8" N 35° 25´ 33" E
Hight	240 ft MSL
Runways	05/23 3048 m x 45 m Beton
ILS	05 049°T 109.3 (IDAN) 23 229°T 111.7 (IDNA)
TACAN	21 X (DAN)

History

Construction was decided upon at the Second Cairo Conference in December 1943 and involved land that the Ottoman Empire had acquired through expropriation from the Armenian population following the massacres during the Armenian Genocide beginning in 1915. In the spring of 1951, Turkish and US soldiers began construction work on the new base, which was originally intended as a training area. A 10,000-foot (3,048-meter) runway was completed in November 1954. On December 6, 1954, the Turkish and US armed forces agreed to joint use of the base, which was named Adana Air Base on February 21, 1955, and from that point onward, it was part of the United States Air Forces in Europe. The first American unit stationed at the airbase was the 7216th Air Base Squadron.

Adana Air Base In the 1950s, the purpose of the airbase changed from the initial decision in 1943: it was now to serve as an alternate base for long-range bomber operations and to support all US Air Force activities in southern Turkey. In October 1955, a fuel pipeline from the Mediterranean port of Yumurtalık, located about 50 kilometers to the southeast, was put into operation. The USAF changed the name of the military airfield to Incirlik Air Base on February 28, 1958. During the Lebanon Crisis in the summer of 1958, up to 150 USAF aircraft were stationed at Incirlik, including B-57s, RB-66/WB-66s, F-86Ds, F-100s, and RF-101s. After the crisis, the F-100s were the most frequent visitors to the base; they were later replaced by F-4s, F-15s, and F-16s.

Runways 05/23

Runway. Runway 05/23 is 10,000 ft. long x 148 ft. wide. It is made of a grooved concrete surface and has non-standard overruns for both Runway 05 and Runway 23. The Runway 05 overrun is 540 ft. long, and the Runway 23 overrun is 484 ft. long.

Non-standard LZ markings exists on Runway 05/23 and are used by the TurAF.

Taxiways and Parking Ramps

Taxiways Alpha, Bravo, Charlie, Delta, Echo, November, and Sierra are 75 ft. wide equipped with 50 ft.-wide paved shoulders.

Hotel and India Loop Taxiway are 39 ft. wide. Golf Loop is 75 ft. Wide. The loops are restricted to aircraft with wingspans less than 110 ft.

There are six parking ramps (Alpha, Bravo, Charlie, Delta, Echo, and Foxtrot). USAF has operational control of Alpha ramp, Echo ramp, Foxtrot ramp, and Bravo ramp spots one through six. TurAF has operational control of Charlie ramp, Delta ramp, and Bravo ramp spots seven through nine.

Aerodrome Chart LTAG

Apron Parking Capabilities

AlpHA	Up to three C-5 Galaxy
BRAVO	Up to eight C-17 Globemaster Up to nine KC-135 Wingspan < 170 ft
CHARLIE	Mainly used for Helicopters
DELTA	Mainly used for KC-135
ECHO	Up to four KC-135
FOXTROTT	Up to four KC-135
GOLF	Protective Aircraft Shelter (PAS) Wingspan < 35 ft
HOTEL	Protective Aircraft Shelter (PAS) Wingspan < 35 ft
INDIA	Protective Aircraft Shelter (PAS) Wingspan < 35 ft
VICTOR	Protective Aircraft Shelter (PAS) Wingspan < 35 ft

ALPHA, BRAVO, Charlie, Delta, Echo, Foxtrott Areas

Alpha, Bravo, Charlie, Delta, Echo, and Foxtrot Ramps, and Golf, Hotel, India, and Victor Loops are restricted areas. Personnel must have authorization to use these areas and enter though the entry control points where applicable. Personnel shall have a restricted area badge displayed on their person at all times while within the restricted areas. NOTE: Deployed personnel are not issued Incirlik Air Base restricted area badges but are required to meet other restricted access requirements

Ground support equiptment

Mobile ground support equipment may be located near aprons, but must be positioned no closer than 115ft from the apron edge or within a designated site approved by authorities for equipment storage.

Mobile ground support equipment used to actively service aircraft may be placed on aprons three hours prior to an aircraft arrival or three hours after an aircraft departure. This equipment must not impede on wingtip clearances for other aircraft not being serviced ornearby taxi routes.

Aerospace ground equipment, electrical carts, forklifts, tow bar trailers, fire extinguisher carts, material-handling equipment, flight line maintenance stands, stair trucks, and portable floodlights actively servicing aircraft may temporarily impede on safety clearances of non-serviced aircraft when under supervision of support personnel.

Arm/De-Arm Areas

Taxiways Alpha North and Echo North are authorized as the primary arm/de-arm areas.

Drag CHute Jettison Areas

Taxiways Alpha and Echo are designated as drag chute jettison locations. Aircraft will release their chutes on either side of the taxiway as dictated by the wind direction. ATC Tower may require that aircraft use areas other than designated locations.

TurAF and deployed units are responsible for recovery of their chutes, however, if safety of flight is a concern, ATC Tower will notify TA for drag chute recovery.

Hazardous/dangerous Cargo

Foxtrot Ramp is the primary location for parking aircraft with hazardous cargo. Echo Ramp is the secondary location. Alpha Ramp, Bravo Ramp, and Hardstand 15 are alternate locations with limited capability to support hazardous cargo when certain conditions are met. Coordination with Wing Weapons Safety (39 ABW/SEW) required prior to using these locations as hazardous cargo parking areas.

The intersection of Taxiway November and Taxiway Charlie North is designated as the primary hazardous cargo pad for Logistics Support Aircraft missions. The secondary location is the intersection of Taxiway November and India Loop. Coordination with authorities is required prior to use of either location. Tower will notify authorities when the aircraft departs November Taxiway.

Forward Firing Munitions. Weapon systems such as guns, rockets, missiles, and flare dispensers pose an additional hazard (beyond their explosives hazard) because of their directional response and potential long range if inadvertently activated on the ground. Prior to coordinating parking requirements for these types of aircraft, contact 39 ABW/SEW, Weapons Safety.

To minimize the additional hazard, aircrew and maintenance personnel will comply with the following: Position aircraft to present the minimum hazard to personnel and resources in the event of a mishap. Do not unnecessarily stand or park vehicles in front of, or behind, these munitions when power is applied to the aircraft. Finally, all aircraft must use caution not to aim Forward Firing Munitions, even momentarily, at the Explosive Cargo Areas Delta or Mike when operations are conducted on those spots.

Hot pit refueling

Foxtrot ramp is the primary pit refueling area.

Alpha Apron is the secondary hot pit refueling location. Hot pit operations will be conducted in the center of the apron between Alpha Spot 3 and Taxiway Sierra.

Noise abatement procedures

Aircraft shall avoid overflying the city of Adana below 3,300 ft. MSL and within 5 nautical miles laterally.

In VFR, aircraft shall avoid overflying the city of Mersin below 5,300 ft. MSL unless inbound for an approach to Incirlik Air Base or if approved by ATC.

Aircraft shall not fly circling approaches below 1,500 ft. MSL south of Runway 05/23 during Visual Meteorological Conditions (VMC) for noise abatement over base housing and Incirlik village. Refer to the Enroute Supplement for VFR pattern availability

Aircraft taxi procedures

Aircrew must request permission to taxi from ATC Ground Control prior to taxiing. Aircrew will monitor the ATIS broadcast and will report having received ATIS information to Ground Control when requesting taxi clearance.

Heavy aircraft should avoid using outboard engines to the maximum extent possible to minimize FOD.

Flying Areas

The Adana Military Terminal Control Area (MTCA) is designated as the local flying area and is defined as a 50 NM circle around the Incirlik TACAN from 1,000 ft. AGL to FL 280.

All aircraft must contact Incirlik Approach Control prior to entering the Adana MTCA. Aircrews receiving clearance to leave an ATC frequency must continuously monitor an emergency frequency (243.0/121.5) and report their return back to the assigned ATC frequency.

The MTCA is joint use, dual jurisdiction airspace with USAF controllers providing ATC services to US military aircraft, as well as Department of Defense (DoD) and NATO contracted aircraft chartered for US forces. TurAF controllers provide ATC services to all other aircraft.

Incirlik Arrival Control Airspace. The airspace within 20 NM radius of the DAN TACAN from 1,000 ft. MSL up to and including 5,000 ft. MSL. Excludes Incirlik and Adana Airport airspace.

Approach Control Airspace. The airspace within 50 NM radius of the DAN TACAN from 1,000 ft. MSL up to and including FL 280. Excludes Arrival airspace.

Incirlik Airport Airspace (DAN). The airspace within 5 NM of Incirlik Air Base from the surface up to and including 3,300 ft. MSLAdana Airport Airspace (ADA). The airspace within 10 NM of Adana Airport from the surface up to 1000 ft. MSL. NOTE: Incirlik and Adana Towers’ airspaces overlap. There is approximately 3 miles between runways and approximately 12 miles between the DAN TACAN and ADA VOR

Patriot Airspace. FL 110 to FL 240 (directly south of Incirlik)

Overflight to the north of Incirlik Air Base’s runway is strictly prohibited

No fly area

The LTD-19 no-fly area (surface to unlimited) is an oil tanker on-loading terminal on the Bay of Iskenderun. Aircraft will be vectored to avoid LTD-19.

Local Training Area

LTD-13 is a TurAF see and avoid, air-to-air range designated as a "Danger Zone" that extends from the surface to FL280. The airspace may be segmented vertically to provide for multiple operations.

Aircraft shall coordinate with Incirlik Approach as soon as possible of their intention to use LTD-13 (altitudes requesting and duration). Pilots must advise RAPCON if guns will be hot when requesting entry. Incirlik Approach will coordinate with the TurAF Controllers prior to allowing any aircraft into LTD-13. Approval authority for use of LTD- 13 rests with TurAF RAPCON. TurAF aircraft have priority use of LTD-13 and at times will invoke that privilege.

Simultaneous USAF and TurAF operations in LTD-13 are not allowed unless specifically agreed to with the TurAF controller on duty, or planned and scheduled for joint-training exercises

Aircraft will enter LTD-13 via the DAN TACAN 180 radial at 32 distance measuring equipment (DME) at the altitude assigned by Incirlik Approach. Aircraft will automatically become VFR and Radar service will be terminated at the DAN R-180/32 DME fix.

Aircraft will operate VFR within the confines of LTD-13 and shall remain on assigned beacon code.

Aircrews will monitor guard (121.5/243.0) and the assigned control frequency at all times while operating in LTD-13 and will immediately acknowledge and comply with any control instructions.

Aircrews must contact Incirlik RAPCON for approval prior to entering or departing LTD-13. Aircraft shall exit LTD-13 VFR at 4,000 ft. MSL at the DAN R-180/32 DME fix and inform Incirlik Approach if requesting to return to base VFR or IFR, and if the aircraft will be returning as a flight or single ship

Airspaces around LTAG

Airspaces

Symbol	Name	Conditions
Circle Blue	ADANA MCTA and Approach	50 NM 1000 ft AGL to FL 280
Circle Red	Incirlic Arrival	20 NM 1000 ft MSL to 5000 ft MSL
Object Green	Incirlic CTR	surface to 3000 ft AGL
Circle Black	Incirlic Tower	5 NM surface to 3300 ft MSL
Circle Pink	Adana Airport Airspace	10 NM surface to 1000 ft MSL
Square Blue	LTD-19	NO FLY AREA surface to unlimited
Square Blue	LTD-13	AIR TO AIR RANGE (DANGER AREA) surface to FL 280

Visual Flight Rules (VFR) Procedures

Aircraft not operating on an IFR flight plan or which haven’t been issued an IFR clearance (including a clearance limit, e.g. destination airport or other fix), are considered VFR and will conduct operations in VMC. Aircrews unable to maintain VMC will immediately advise ATC.

All VFR aircraft within the MTCA will be on an ATC frequency and will be provided air traffic services, which includes traffic information, sequencing, vectoring and altitude assignment (when necessary). Unless the pilot specifically states VFR radar service is not desired, all aircraft will receive this service

Aircraft declining radar service are still required to monitor the ATC frequency, within ATC radar and radio coverage, and report moving (entry and exit) from one working area to another

VFR Weather Minima

VFR within the local area is authorized from 30 minutes before sunrise until 30 minutes after sunset, unless otherwise coordinated with TurAF officials or in applicable Letter of Procedures (LOPs). The ceiling and visibility must be at or above 1,500 ft. AGL and 5,000 meters.

VFR Depature Procedures

All flights must have a flight plan on file with authorities prior to taxi. Aircraft will not taxi without receiving clearance.

On initial taxi call, inform the ATC Tower of intentions to depart VFR. Include altitude climbing to, direction of flight and request for flight following if desired

VFR Entry Procedures

There are three VFR reporting points: Eagle, Tiger, and Falcon and an additional two Helo only points DSI and SOKAK

Entry altitude is 2,500 ft. MSL for initial and 2,000 ft. MSL for straight-ins. A 2,800 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements for VFR entry points. IFR clearance is automatically cancelled upon reaching the VFR entry point.

Runway 05. Maintain VFR and proceed to EAGLE (DAN 210/09). Depart EAGLE to intercept initial/final.

Initial: Cross EAGLE at 2,500 ft. MSL and descend to 2,000 ft. MSL at 5 NM initial (7 DME).

Straight-In: Cross EAGLE at 2,000 ft. MSL and descend to 1,500 ft. MSL at 5 NM (7 DME).

Runway 23. Maintain VFR and proceed to FALCON (DAN 072/12) or TIGER (DAN038/12). Depart FALCON and TIGER to intercept initial/final.

Initial: Cross FALCON/TIGER, at 2,500 ft. MSL and descend to 2,000 ft. MSL at 5 NM initial (5 DME).

Straight-In: Cross FALCON/TIGER, at 2,000 ft. MSL and descend to 1,500 ft. MSL by 5 NM (5 DME).

Entry/Exit Points

Falcon	N 37° 4´ 288" E 35° 38´ 574"
TIGER	N 37° 12´ 84" E 35° 32´ 604"
DSI	N 37° 4´ 320" E 35° 28´ 619"
SOKAK	N 36° 57´ 795" E 35° 27´ 196"
EAGLE	N 36° 55´ 147" E 35° 21´ 329"

VFR Traffic Patterns

Multiple approaches or pattern work is typically not approved, thus prior coordination with ATC Tower is required for use of the VFR traffic patterns. Additional approval is required if variations to the following published traffic pattern altitudes are required.

Conventional Rectangular Traffic Pattern, Non-Fighter Type Aircraft. Pattern altitude is 1,500 ft. MSL; Light Aircraft/Helicopter Pattern altitude is 1,000 ft. MSL. Pattern is to the south; left downwind Runway 23/Right downwind Runway 05.

A 1,800 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Aircraft conducting missed approach or sent around by ATC Tower will be re- sequenced in the Radar pattern.

If weather is VFR and if the pilot requests, aircraft may enter the VFR closed traffic pattern with ATC Tower approval.

Overhead Pattern. The overhead pattern altitude is 2,000 ft. MSL, and is available Monday through Friday from 0600L to Sunset, except Turkish holidays.

South break is standard for all aircraft; left break Runway 23/Right break Runway 05.

A 2,300 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Departures will be instructed to maintain at or below 1,500 ft. MSL until departure end, as required to protect the overhead pattern.

Closed Traffic Pattern. Fighter closed traffic pattern altitude is 2,000 ft. MSL. A 2,300 ft. AGL ceiling and visibility of 5,000 meters are minimum weather requirements.

Pattern Re-Entry. Re-entry will be from the south for both runways to avoid overflying Adana City. Straight-ins will climb and maintain 2,000 ft. MSL for re-entry

VFR Breakout. Climb to 2,500 ft. MSL. Upon reaching 2,500 ft. MSL turn south and proceed to the VFR entry point

Go-Around. Do not overfly aircraft on the runway below 500 ft. AGL (800 ft. MSL) vertically and 500 ft. laterally. Offset to the south if necessary.

Special Procedures

Tower and RAPCON will make every effort to provide special handling for flight check aircraft and expedite inspections of NAVAIDs. ATC will clear the flight check aircraft according to pilot request as soon as practical. ATC shall not ask the flight check pilot to deviate from his planned action except to preclude an emergency situation.

Functional check flight (FCF) aircraft requiring special handling (e.g. additional time on the runway for departure, etc.) must coordinate requests in advance with the ATC Tower. The primary area for helicopter FCFs are southeast of Incirlik Air Base. Fixed wing aircraft FCF areas will be coordinated with the TurAF by ATC on a case-by-case basis.

Aircraft requiring special handling must coordinate with authorities NLT 72 hours prior to the scheduled flight (NLT Thursday if flying on the weekend). Requests must be submitted to authorities will coordinate final approval with TurAF.

Simualtaed Flame Out (SFO) Procedures

TDY/Deployed aircraft may fly straight-in and overhead SFOs utilizing the following procedures. Prior to conducting SFOs, a signed Letter of Agreement between the 39 OSS/CC and TDY/Deployed Squadron/CC must be in place.

Straight-in SFOs require a radio call to ATC Tower indicating entry point call. The following radio calls are mandatory for straight-in SFOs: “10 NM straight-in SFO,” “5 NM straight-in SFO gear down,” and “Low approach.”

The following calls are mandatory for overhead SFOs: High Key, Low Key, gear down, and low approach.

NOT USED

Pattern descriptions

Overhead SFO: Shall always be flown south of the field

Straight-In SFO: May commence at 10 NM along the extended runway centerline. Random SFO entries shall not be conducted (i.e. procedure shall not start at VFR entry points)

Minimum Weather Requirements. SFOs are only authorized between sunrise and sunset. Ceiling must be at least 1000ft above the highest part of the pattern flown (for both straight-in and overhead) and 5 miles visibility. The pilot must maintain VMC throughout the approach. In addition, the pilot must maintain visual contact with the runway environment throughout the maneuver.

SFO Entry Altitudes. Pilot must notify ATC Tower of entry altitude.

High Key or 10 NM (Straight-in): 7,500ft MSL – 9,000ft MSL.

Low Key: 3,000ft MSL – 5,000ft MSL.

SFO Low Approach Procedures. For both Runway 23/05, Aircraft on the go for an overhead SFO will fly runway heading until ATC Tower approves a climb to either high key or low key altitude. Climbs will begin at the departure end of the runway. All climbs will be south of the field only. ATC may issue alternate instructions when traffic dictates, for safety precautions, or for mission necessities

Pilots will:

Notify ATC Tower or Approach with current position, SFO request (as soon as possible for coordination).

Ensure that all radio calls are made at the correct points to aid ATC Tower in traffic sequencing.

Remain vigilant for traffic in and around the overhead SFO maneuvering area.

When initiating a traffic breakout, if possible, remain at least 1000 ft. above overhead pattern altitude and re-enter at high key or a VFR reporting point.

ATC Tower will approve or disapprove the SFO (and requested entry point) based on traffic, safety precautions, weather conditions, or mission necessities.

Tactical Initial

Tactical initial may be requested by pilots upon VFR entry. All reporting points, altitudes, and weather requirements for the overhead remain unchanged. Pilots will report Tactical Initial at 5 DME and will line up to avoid overflight north of the runway at all times

Helicopter Patterns

Helicopter traffic patterns will be coordinated with ATC Tower. If approved, the pattern altitude and direction shall be 1,000 ft. MSL or as instructed by ATC Tower.

Per KSL KO210426B, US Army Task Force Blackhawks may fly training traffic patterns within Incirlik ATC Tower airspace every Monday from 1700 – 2300L. Aircraft will fly unarmed, with appropriate diplomatic transponder codes, and TurAF inspection, if necessary.

Pilots from deployed units may not operate helicopters at any time within Golf, Hotel, and India Loop areas.

ther helicopter operations must comply with minimum distance requirements between helicopter and obstructions outlined in AFMAN 11-218, Aircraft Operations and Movement on the Ground.

Taxiways November and Sierra are normally the arrival/departure point for helicopters. Requests for arrival/departure to/from the runway will be handled on an individual basis after coordination with ATC Tower.

Reduced Same Runway Seperation (RSRS)

RSRS is not applicable at Incirlik Air Base. Any deployed units wishing to use RSRS shall develop an LOP with the 39 OSS for procedures IAW AFI 13-204v3 USAFE Supplement.

Intersection Departures

ntersection Departure Procedures. Intersection departure distances depict usable runway length from the intersection to the end of the runway.

Departing Runway 05: Taxiway B - 9,000 ft. remaining.

Departing Runway 05: Taxiway C - 7,000 ft. remaining.

Departing Runway 23: Taxiway D - 8,000 ft. remaining.

Instrument Flight Rules (IFR) Procedures

Aircraft operating within the MTCA can expect standard Radar services including vectors for ILS, TACAN, Required Navigation Performance (RNP), and visual approaches. Incirlik Approach does not offer Precision Approach Radar approaches or surveillance approaches.

The Radar Traffic Pattern will be flown IAW of this publication.

Aircraft requesting radar vectors to initial will be vectored to a point on final no closer than 5 NM from the runway, not lower than 3,000 ft. MSL. After the pilot reports the runway in sight, the aircraft may be transferred to ATC Tower. To ensure a smooth transition, pilots will not switch to ATC Tower frequency until transferred by RAPCON.

Radar Trail Departure/Recovery Procedures are considered a non-standard procedure and are authorized for aircraft deployed to Incirlik Air Base. They will be conducted IAW the following:

Limited to four aircraft (Trail aircraft must have an operable A/A Radar)

Either check in with approach already in “non-standard” spacing, or wait until Approach approves Non-standard Radar trail recovery before executing spacing.

Spacing between aircraft will be at the Pilot in Command’s discretion but not to exceed 2 NM.

AW Turkish AIP, all aircraft will squawk its assigned Mode III/C code during the procedure. IFR separation will still be provided around the flight.

Aircrews conducting radar-in-trail recoveries are responsible for their own separation between elements of their flight while on final for full-stop landings.

ATC instructions for the flight will be directed to the lead aircraft. All ATC instructions (clearance, climb-outs, missed approach, etc.) given to the lead aircraft pertain to the entire flight unless otherwise specified.

Once established on a segment of the approach, each aircraft will comply with all published restrictions including altitudes. All aircraft will report the final approach fix with gear status.

If VMC and no climb-out instructions have been issued, missed approach procedures are to climb and maintain 1,500 ft. until the departure end of the runway, maintain VMC, and contact ATC Tower.

If IMC, execute published missed approach procedures and notify ATC

Standard Climb-Out Procedures

After completing low approach or touch-and-go, continue runway heading, cross departure end at or below 1,500 ft. MSL (if overhead pattern is in use), climb to 4,000 ft. MSL, contact Incirlik RAPCON on assigned frequency.

Departure procedures are coordinated through Ankara Center. Departures will normally be instructed to “Continue runway heading, climb to (altitude).”

Local Departure Procedures

All flights must have a flight plan on file with authoriries prior to taxi. Aircraft will not taxi without receiving clearance

All aircraft requiring additional time on the runway prior to departure shall inform the ATC Tower of their intentions prior to entering the runway.

IFR Recovery

Contact RAPCON with ATIS, position, and intentions (type of approach and landing).

Go Around/Breakout/missed Approach Procedures

Go-around instructions apply to those aircraft at or inside 6 miles on final approach below the Minimum Vectoring Altitude (MVA

Breakout instructions apply to those aircraft outside 6 miles on final approach above the MVA and will be IAW the ATC Tower, RAPCON, and AMOPS Coordination Letter, which can be obtained from 39 OSS/OSA

In the event of a missed approach, execute the published procedures unless otherwise instructed by ATC.

FREQUENCYS

STATION	FREQUENCY	CH
Common	251.000	1
LTAG TWR	360.200	2
LTAG RADAR	340.775	3
LTAG PRECISION	282.500	4
LTAG ATIS	377.475	5
MAGIC	261.500	6
CV-75 MRSHL	307.500	7
Carrier Frequencys		8-10
Tankers		11-14
Unit Option		15-20