Afghanistan Aviation Situation in 2026: NOTAMs, Airspace Restrictions, and Practical Guidance for Aircraft Operators, Cargo Charters, and Service Providers

As of April 2026, the aviation landscape in Afghanistan remains one of the most complex and dynamic in the world. Following the events of 2021, the Kabul Flight Information Region (OAKX FIR) continues to operate without conventional air traffic control services, yet it has seen a notable uptick in transit traffic. This surge stems largely from airlines rerouting around closed or restricted Middle Eastern corridors amid ongoing regional tensions.

For aircraft operators, cargo charter companies, ground handlers, and support service providers, understanding the current NOTAMs, Aeronautical Information Publication (AIP) updates, permission requirements, and broader risk environment is not optional—it is essential for compliance, safety, and operational continuity. This guide draws exclusively from verified official sources, including the Afghanistan Civil Aviation Authority’s (ACAA) dedicated NOTAM portal at afgais.com, recent procedural NOTAMs, and cross-referenced international advisories. It aims to equip flight planners, dispatchers, and decision-makers with the detail needed to assess feasibility and mitigate risk.

Current Status of Kabul FIR (OAKX): Uncontrolled Class G Airspace

The entire Kabul FIR remains uncontrolled Class G airspace with no Air Traffic Services (ATS) provided. There is no en-route ATC, approach control at major airports is frequently unserviceable, and pilots bear full responsibility for separation. Afghanistan has re-issued a series of procedural NOTAMs confirming these long-standing arrangements.

These procedures are detailed in the latest AIP editions (General, Enroute, and Aerodrome Edition 101, effective 19 February 2026) and the most recent AIRAC Amendment 001/26 (effective 16 April 2026), all available via the official ACAA portal. The ACAA has also published an ATM Contingency Plan and specific TIBA guidance aligned with ICAO Annex 11 and Doc 4444. Operators are strongly advised to review these documents in full before any operation.

Airport Operations: What Operators Can Expect

Kabul International (OAKB) remains the primary international gateway, though services are limited:

• Airport now operating H24 (24-hour) due to Hajj-related activity (NOTAM G0155/26).
• Rescue and Firefighting Service (RFFS) upgraded to Category 9.
• Control Zone (CTR) is Class D within 6 NM radius up to 9,500 ft AMSL; Tower 125.4 MHz, Ground 120.6 MHz.
• Approach Control Unit remains unserviceable (NOTAM G0166/26).
• ATIS out of service; specific arrival briefing requirements apply (position, intentions, etc., not closer than 30 NM).
• Certain apron stands (e.g., 23 and 24 on Apron 4) closed due to pavement damage.
• SID TAPIS 2 not authorised.

Similar limitations apply at other major aerodromes (Kandahar OAKN, Herat OAHR, Mazar-e-Sharif OAMS), with local TIBA frequencies published for arrivals and departures. Ground handling, fuel availability, and security screening can be unpredictable; advance coordination is critical. Unplanned diversions are strongly discouraged—most international guidance treats any landing as high-risk.

Overflight Permissions and Fees

Prior Permission Required (PPR) is mandatory for all operations in the Kabul FIR. Submit requests at least 48–72 hours in advance (ideally one week) to flightpermissions.acaa@gmail.com (cc: flightpermission.atm@mota.gov.af). Include:

• Completed ACAA Excel application form.
• Copy of insurance certificate.
• Airworthiness certificate and aircraft registration.
• AOC (for commercial operations).

A flat fee of USD 700 applies for overflights. Approvals are typically issued within 24 hours when documentation is complete. Domestic and international airlines must also file flight plans 24 hours prior via the same channel.

Regional Context and Neighbouring Airspace Considerations

The current spike in Afghan overflight traffic is directly linked to the closure of much of Iranian, Iraqi, and parts of Gulf airspace following escalation in the Middle East. Many Europe–Asia carriers now route via the Caucasus, Turkmenistan, Uzbekistan, Tajikistan, and then across Afghanistan (northern corridor) before continuing eastward.

Operators should monitor NOTAMs from adjacent FIRs and plan fuel for potential holding or diversion around congested entry/exit points.

International Advisories and Risk Assessments

Major regulators continue to issue clear guidance:

• EASA CZIB 2017-08 R18 (valid to 31 July 2026): Operators should not enter OAKX below FL320.
• US FAA SFAR 119 (extended to July 2028): US-registered aircraft prohibited except authorised overflights on P500/G500 at or above specified levels.
• UK, Italy, Germany, France, Canada: Similar altitude restrictions (typically FL250–FL330) and requirements to follow contingency procedures.

General advice across regulators emphasises the absence of ATC, potential for military activity, and the need for robust risk assessments. Afghanistan’s Ministry of Transport and Civil Aviation has publicly stated that the airspace is “completely safe for civilian flights,” but international operators are expected to apply their own due diligence and state-specific approvals.

Operational Challenges for Cargo Charters and Service Providers

Cargo charter operators face the same procedural hurdles as passenger flights, with additional considerations:

• Insurance: Many policies cover high-level overflights on published routes but may exclude low-level or landing operations. Verify war-risk and uncontrolled-airspace clauses explicitly.
• Fuel and Ground Handling: Availability can be limited and expensive; pre-positioning or uplift planning is advisable.
• Payments and Banking: Sanctions and recognition issues may complicate financial transactions—cash or specific correspondent banking arrangements are often required.
• Security and Permits: Airport access control is enforced, but infrastructure degradation and short-notice changes remain common.
• Crew and Aircraft: Fatigue management, overflight of conflict-adjacent areas, and contingency planning for medical or technical diversions are critical.

Service providers (handling agents, fuellers, maintenance organisations) should maintain close liaison with ACAA and expect heightened demand during peak rerouting periods.

Practical Recommendations for Safe Operations

• Always consult the latest NOTAMs and AIP via https://www.afgais.com/ before flight planning.
• Secure PPR well in advance and carry confirmation documentation.
• Brief crews thoroughly on TIBA procedures, contingency routes, and emergency descent broadcasts.
• Plan ETPs (equal time points) to minimise any need to land in Afghanistan.
• Monitor regional developments daily—Middle East tensions can shift routing options rapidly.
• Maintain open communication with the next FIR and adhere strictly to filed levels and speeds.

The situation in Afghanistan, while operationally manageable for well-prepared high-altitude transits, demands rigorous pre-flight preparation and ongoing vigilance.

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Aviation in Afghanistan is not for the unprepared, but with current official information, disciplined procedures, and the right partners, responsible operations remain achievable. Stay safe, fly informed, and always check the latest official publications.