HIRO will be in force when runway surface condition is dry and adverse weather condition is not present. When HIRO are in force, ATC will inform via ATIS(Phrase : High Intensity Runway Operation in force. Minimum Runway Occupancy Time required) or RTF.

The runway 33L/R or 34 is recommended to be in use to the extent of 8 kts tailwind. If unable to comply with this procedure, notify ATC of the reason 20 minutes prior to ETD or ETA. Delay may be possible depend on traffic situation.

※ The above times and runways in use may be changed if necessary due to ATC purposes, weather, ground conditions and traffic volume.

1.8 Flight limitations

1. The use of this airport for training purpose is prohibited. The deliberate simulation of engine failure is not permitted whilst on approach to or departure from the airport.

2. The use of this airport by light sports aircraft, ultra-light vehicles and lighter than air is prohibited.

Pilots should always operate transponders with XPDR(and AUTO if available) except for fully parking aircraft on stand.

1. General

   1. A-CDM is a process that allows air traffic controllers, airport operators, aircraft operators(AO), ground handling agents(GHA), pilots and air traffic flow managers to exchange operational information and work together to efficiently manage operations at aerodrome.

   2. Definitions Commonly Used Terms in A-CDM.

      1. Target Off Block Time(TOBT) - The time that an AO or GHA estimates that an aircraft will be ready, all doors closed, boarding bridge removed, push-back vehicle available and ready to start up / push-back immediately upon reception of clearance from the ATC.

      2. Target Start up Approval Time(TSAT) - The time provided by ATC taking into account TOBT, Calculated Take-Off Time(CTOT) and/or the traffic situation that an aircraft can expect startup / push-back approval.

   3. The operation of A-CDM at Incheon Airport will be phased due to ATC environmental restrictions. TSAT will not be provided to all departure flights. The flights subject to Pre-Departure Sequencing are limited to ATFM regulated flights during first operational phase.

   4. TSAT will not be provided to the aircraft in de-icing operation.

   5. TOBT and TSAT will be displayed on VDGS in UTC for the improvement of A-CDM operation.

2. A-CDM Procedures

   1. Incheon Airport A-CDM Portal System will automatically calculate system TOBT for each departure flight taking into account the Estimated In-Block Time/Actual In-Block Time(EIBT/AIBT), Minimum Turnaround Time(MTTT) and Estimated Off Block Time (EOBT).

   2. AO or GHA can manually update the system generated TOBT from 90 minutes prior to EOBT.

   3. If the prediction of departure readiness (new TOBT) differs more than 5 minutes from the previous TOBT, AO or GHA shall update TOBT.

   4. TOBT shall not deviate from EOBT by more than 15 minutes. If TOBT deviates from EOBT by more than 15 minutes, AO has to initiate an delay message. When EOBT is modified, TOBT is automatically modified to the value of EOBT.

   5. TOBT shall be updated through the following channels:

      1. A-CDM portal system; or

      2. Flight Information Assistant (FIA) at PBB boarding rooms

   6. TOBT information is available through the following channels:

      1. A-CDM portal system; or

      2. Flight Information Assistant (FIA) at PBB boarding rooms; or

      3. Visual Docking Guidance System(VDGS); or

      4. Radio communication with AO or GHA

   7. TSAT will be calculated by taking into account factors such as TOBT, CTOT, Estimated Taxi-Out Time(EXOT) and ATC separation standards etc. Thus the accuracy of TOBT is vital to an optimal TSAT.

   8. AO or GHA are strongly encouraged to update TOBT as soon as any expected delay to the aircraft readiness for push-back is made available to avoid unnecessary hold-ups.

   9. TSAT information is available through the following channels:

      1. A-CDM portal system; or

      2. Flight Information Assistant (FIA) at PBB boarding rooms; or

      3. Visual Docking Guidance System(VDGS); or

      4. Radio communication with GHA or AO; or

      5. INCHEON APRON (in case VDGS is unserviceable)

3. Non A-CDM Procedures

   1. The non A-CDM procedure is applicable when TOBT and TSAT references used in A-CDM mode of operations become unavailable due to system issues or maintenance.

   2. If unable to refer TOBT though any channels, pilot shall contact INCHEON DELIVERY for ATC clearance when fully ready for push-back.

1. Pilot shall ensure aircraf t is ready for push - back at TOBT.

2. Pilot shall maintain communication with the AO / GHA as the y are responsible for updat in g the TOBT. Pilot shall notify the AO / GHA to update the TOBT if it is expected to differ by 5 minutes or more .

3. P ilot shall con tact INCHEON DELIVERY and request for ATC clearance within 5 minutes of TOBT .

4. A TC will update TSAT changes if any, before push-back. Note that TSAT displayed on VDGS may not be final and can be revised due to en-route clearance restrictions, gr ou n d congestion or flow management .

5. P ilot with TSAT shall contact INCHEON APRON to request engine start-up and push-back within 5 minutes of TSAT after obtaining ATC clearance. Pilot without TSAT shall contact INCHEON APRON after obtaining ATC clearance when ready for start-up and push-back. The pilot provide the following:

   1. Call sign

   2. Gate/Stand number

   3. TSAT (If applicable)

6. INCHEON APRON may swap push-back sequencing based on TSAT and real-time readiness of aircraft to maximise apron and runway capacity and to reduce the overall delay to traffic as and when required.

7. If a flight is unable to commence push-back by TSAT + 5 minutes due to the aircraft being unready, ATC clearance and TSAT will be cancelled. Pilot must notify the AO / GHA to update the TOBT for a new TSAT before requesting for a new ATC clearance. This also applies to aircraft returning back to blocks after push-back.

8. In case of engine start-up with GPU at gates due to APU malfunction or failure, pilot needs to contact INCHEON APRON earlier than TSAT window(±5 minutes) considering the time required for engine start-up and push-back .

9. All aircraft to be taxied within the Apron shall fix their engine thrusts on an Idle. In case of using breakaway thrust, it should be used to a minimum .

10. Push-back approval is valid for 1 MIN. Push-back is therefore to begin promptly after approval. The push - back procedures of the aircraft within the Apron are as follows. As with most, these procedures shall be kept. However, if any modification of the procedures is required as the case may be, Incheon Apron may give the pilot specific instructions suited for the safety of aircraft movement.

11. The smaller aircraft(business jets) ingress and egress procedures at the aircraft stand 612 and at designated deicing pads shall follow the instructions of Incheon Apron. Deicing pads ar e se lf-maneuvering stands (i.e. taxi out with no push-back) .

12. There are several blue lines in Apron 1 and 3

    Locations : Right behind Gates 9, 15, 21, 22, 32, 33, 39, 45 in Apron 1, and 237, 238, 239, 240, 258, 259, 260, 261 in Apron 3.

    The aircraft of those gates shall be pushed back along blue line until their nose-wheels are on the specific taxilane.

13. To avoid delay to other aircraft using 'Apron 1 and 3' area, aircraft should be ready to taxi as soon as the push-back manoeuvre and engine start procedure are completed. The push-back for gate 17, 18, 19, 20, 21, 33, 34, 35, 36 is onto taxilane R7, and for gate 236R, 237, 238, 239, 240, 241, 257, 258, 259, 260, 261, 261R is onto taxilane R12, therefore to avoid delays to other traffic it is essential that the aircraft should be ready to taxi as soon as the push-back manoeuvre is completed. If aircraft are unable to comply with these procedures, pilots shall immediately inform Incheon Apron in order that alternative taxi instructions may be issued to other aircraft.

14. When an aircraft have any problem which can’t make it taxi right after push back, the pilot should report to Apron control. And then the pilot will be instructed to return gate or to move other place to avoid blocking taxilanes.

15. Delays may be expected due to other aircraft to pushback or to taxi as distances between aircraft gates/stands vary. If push-back is delayed due to apron traffic conditions, TSAT will remain valid even if it exceeds TSAT + 5 minutes. TOBT needs not to be updated for such situations.

16. The following tables describe the procedures for pushback of aircraft from gates with airbridges and stands. Incheon Apron will issue specific instructions to the pilot if it is necessary to expedite traffic movement.

    Most gates and stands have several pushback procedures. Pushback instructions shall be issued including direction (only 4 directions are used) or specific position when necessary. Incheon Apron will issue a pushback instruction according to the use of runway or certain traffic condition.

17. When The aircraft push back onto taxilane R2 or R3 with facing south, the pilot shall be taxied with idle power for ground safety.

To protect GP signals of ILS of RWY 15L and 33R, expect taxi routes for departure from cargo apron as follows unless otherwise instructed by ATC.

1. Departure RWY 15R : Cargo apron - Taxiway D - K - C - L to RWY 15R

2. Departure RWY 33L : Cargo apron - Taxiway D - J - C - G to RWY 33L

Departure routes and Transfer of control points(TCP)

1. Unless otherwise instructed, aircraft should use the following routes:

2. Aircraft shall not proceed beyond the TCP without clearance from Incheon Ground or Tower.

De-icing pads assignment will be made as pad-group.

1. A South zone : 821, 822, 823, 824, 825 pads

2. A North zone : 801, 802, 803, 804, 805 pads

3. M South zone : 831, 832, 833, 834 pads

4. M North zone : 811, 812, 813 pads

5. T Center zone : 814, 815, 816, 817 pads

6. D South zone : 841, 842 pads

7. D North zone : 851, 852 pads

1. De-icing requests and cancellations must be made by the flight crew to Incheon De-icing.

2. A ircrew shall contact Incheon De-icing to in CFT types applicable for m engine on de-icing before 30 mins of EOBT.

   Boeing	B737,B757,B767,B777,B787
   Airbus	A318,A319,A320,A321,A330,A350,A220

3. ACFT types applicable for engine on de-icing

4. Technical de-icing (landing gear, brakes, inside LE- or TE-flaps, under wing, engine inlets, fan blades and sensors/ static ports/ pitot probes) should be performed by Engine off.

5. On the de-icing pads ACFT shall stop next to the stop marking of left side or follow the advice of the marshaller.

6. Aircrew shall control the throttle carefully, avoiding the exhausted gas causing damage to support personnel and equipment, when aircraft exit the de-icing stands.

7. During the engine on de-icing, aircrew shall keep the engine idle and set the brake. ACFT hold position until Pad control give the taxi instruction. The detailed de-icing procedures are given on the ‘ICN DE-ICING ANTI-ICING PILOT BRIEF SHEET’. A copy of the sheet can be downloaded from www.airport.kr/co/en/index.do

NOTE 1 : The de-icing pad will be appropriately assigned by Incheon Apron or Pad Control when aircraft approaches to de-icing zone.

NOTE 2 : Flight crews shall monitor and maintain radio contact, otherwise re-sequenced as a result of no response to 3 successive calls.

NOTE 3 : This procedures can be changed by Incheon Apron according to the volume of de-icing traffic.

1. Unless otherwise instructed, aircraft should use the following routes;

   Apron	Apron FREQ	Route	TCP	Gate/Stand
   Apron 1	121.65 Mhz	A5 - R1 A6 - R1 R7 - R1	2E 3E 4W	1 to 17
   		R7 R8	4W 5E	18 to 36
   		M6 - R4 R7 - R4(R6) R8 - R4(R6)	2W 4W 5E	37 to 50
   		R7 R8	4W 5E	103,105,107,109,111,113, 115,117,119,121,123,125, 127,129,131,132
   Apron 2	121.8 Mhz	R9 R10	6W 7E	101,102,104,106,108,110, 112,114,118,122,124,126, 128,130
   				301 to 315
   Apron 3	122.175 MHz	R11 - R1 A14 - R1	8w 11E	262 to 27 0 341 to 347
   		R12 - R4 M14 - R4	9E 11W	22 9 to 236 351 to 357
   		R11 R12	8W 9E	237 to 261 321 to 336
   Cargo Apron 1	121.875 Mhz	D2 D3	3Y 4Y	601 to 616 621 to 636
   Cargo Apron 2		D4 D5	5Y 6Y	641 to 652 641 to 655
   Remarks Arrival routes in Apron areas will be issued in detail according to runway in use and traffic movement condition by Incheon Apron. Refer to RKSI AD CHART 2-7, 2-9 (Aerodrome Ground Movement Charts)

2. Aircraft will normally be transferred to Incheon Apron prior to the TCP. Unless otherwise directed, aircraft may automatically contact Incheon Apron at the TCP.

3. Aircraft shall not proceed beyond the TCP without clearance from Incheon Apron.

1. Follow-me service is available to arriving aircraft. Pilots should make the request to Incheon Ground or Incheon Apron.

2. Aircraft shall monitor the appropriate Incheon Ground and/or Incheon Apron frequencies while taxiing.

Engine starts are permitted in the ramp areas. However the power setting(s) shall not exceed idle thrust.

1. Run-up area: North of maintenance Apron (Refer to RKSI AD CHART 2-3,2-4)

2. Operation Hours: 24 Hours

3. Accommodation: 2 aircraft simultaneously(only towed)

4. In case of the Run-up area U/S, temporary run-up areas can be allocated as FLW;

   Temporary Run-up Areas	Remarks
   Deicing pad #803, #804	122.175 MHz shall be monitored during engine performance check in temporary run-up areas.
   14A (North part of TWY A)

Incheon International Airport RWY 15L, RWY 15R, RWY 16, RWY 33L, RWY 33R and RWY 34 have ILS CAT III B equipments. Low Visibility Procedures are established for operation in a visibility of less than RVR 550 m or a cloud ceiling of less than 60 m (200 ft) or less.

1. Low visibility operations will be initiated by broadcasting "ATC LOW VISIBILITY PROCEDURES ARE IN OPERATION" via ATIS and/or appropriate radio frequencies.

2. Low visibility operations will be terminated by deleting the above mentioned message from ATIS and/or broadcasting "ATC LOW VISIBILITY OPERATIONS ARE TERMINATED" via appropriate frequencies.

1. Approval for CAT II/III Operations

1. aircraft operators and pilots who wish to conduct ILS CAT II/III operations at Incheon International Airport shall conform with certain requirements. Details of these requirements are published in Aviation Act, Article 54 and its Enforcement Regulations Article 189, which are available from :

   Flight Operations Division

   Seoul Regional Aviation Administration

   47, Gonghang-ro 424 beon-gil, Jung-gu, Incheon,

   400-718, Republic of Korea

   Tel : +82-32-740-2154, 5

   Fax : +82-32-740-2159

2. Foreign operators may obtain the approval from Administrator of Seoul Regional Aviation Administration by providing the following information to Administrator of Seoul Regional Aviation Administration.

   1) Aircraft type and register number ;

   2) The CAT II/III minima to which they intend to operate ; and

   3) A copy of the category II/III certification issued by their own category authority.

1. Meteorological reports preclude ILS CAT I operations;

2. Low Visibility Procedures are in operation;

3. There is any unserviceable in a promulgated facility so that they may amend their minima.

General Special procedures and ground safeguards

Special procedures and ground safeguards will be applied during CAT II/III operations to protect aircraft from operating in low visibility and to avoid interference with the ILS signals in accordance with the provisions of ICAO Doc. 9365 - Manual of All Weather Operations, and the provisions of the Enforcement Regulations of Aviation Act, Article 210-8.

1. During low visibility operations, taxiway centerline lights will be used in conjunction with the stop bar lights as follows :

   1. If the stop bar lights are turned on, the centerline lights beyond the stop bar will be turned off.

   2. If the stop bar lights are turned off, the centerline lights beyond the stop bar will be turned on.

2. Restrictions of application on CAT-II/III holding positions : TWY G or TWY L

   1. When RWY 15L for landing and RWY 15R for departure are in use at the same time, CAT-II/III holding positions on TWY G and L are not applied.

   2. When RWY 33L for departure and RWY 33R for landing are in use at the same time, CAT-II/III holding positions on TWY L and G are not applied.

3. Arriving aircraft

   1. Aircraft shall vacate the runway via the designated exit taxiways as follows; Other exit taxiways will not be lit.

      RWY 15L - C2, C1, D1 or G

      RWY 15R - B3, B2 or G

      RWY 33L - B5, B6 or L

      RWY 33R - C4, C5, D6 or L

      RWY 16 - N2, N3 or S

      RWY 34 - N5, N6 or N8

      Refer to Low Visibility Procedure diagram Pages.

   2. All runway exits have taxiway center-line lead off lights that are color coded (green/yellow) to indicate that portion of the taxiway that is within the ILS sensitive area.

   3. Pilots are required to make a 'runway vacated' call giving due allowance for the size of the aircraft to ensure that the entire aircraft have vacated the ILS critical sensitive areas.

4. Departing aircraft

   Departing aircraft shall normally enter the runway via the designated taxiways as follows :

   RWY 15L or RWY 15R - A → L or D → L

   RWY 33L or RWY 33R - A → G or D → G

   RWY 16 - M → N8

   RWY 34 - M → S

   Refer to Low Visibility Procedure diagram Pages.

Pilots may carry out a practice ILS CAT II/III approach at any time with a prior approval of ATC, but the full safeguarding ground procedures will not be applied and pilots should anticipate the possibility of ILS signal interference.

All runways are available for the ICAO Code F aircraft

The markings for RWY 15R/33L, RWY 15L/33R, RWY 16/34 are located at 107.5 m from runway centerline.

1. ICAO Code F aircraft should taxi along the taxiing routes published on movement charts(refer to AIP RKSI Aerodrome ground movement chart) unless there are special instructions by ATC.

2. ICAO Code F aircraft should taxi at speed of less than 30 kt on TWY A, B, M and N because there are open channels between TWY A and B, TWY N and M.(refer to AIP RKSI Aerodrome ground movement chart)

3. ICAO Code F aircraft should taxi along the taxiing routes published on SMGCS taxi route (refer to AIP RKSI Low visibility procedure diagram) under Low Visibility Procedure(LVP) unless there are special instructions by ATC.

1. B747-8 aircraft are available on all taxiing routes

2. A380 aircraft should taxi along the taxiing routes published on movement charts(refer to AIP RKSI Aerodrome

   ground movement chart) unless there are special instructions by Incheon Apron(Apron Controller). Some Apron

   taxiing routes are restricted as below

   	A380 Unavailable Taxiing Routes
   Apron 1	AS, R5
   Apron 2	AN
   Cargo Apron 1	D2, D3
   Etc	R1(AS ~ R12 routes)

3. A380 aircraft taxiing to Concourse should proceed directly to the gates(106, 110, 112, 122 and 126) from R9

   because AN is not available for A380 aircraft taxiing

   
   

For more information on ICAO Code F aircraft operation in Maintenance Apron, Deicing Apron, Isolated Security Parking Position, and Multiple use stands, refer to RKSI AD CHART 2-4 and 2-5.

Aircraft taxiing from apron 1 to apron 2(or from apron 2 to apron 1), or from apron 2 to apron 3(or from apron

3 to apron 2) will change the frequency when approaching the transfer of control point below.

Refer to RKSI AD CHART 2-1, 2-3, 2-6, 2-7, 2-8, 2-9 for the position in detail.

1. All aircraft shall taxi at speed of less than 15 kt on Taxilane bridge R17 (Taxilane R17 over bridge) to ensure safe movement.
2. ICAO Code C and D aircraft could be restricted for taxiing on the bridge R17 during 60 ~ 70 kt of wind speed.
3. All aircraft could be restricted for taxiing on the bridge R17 during not less than 70 kt of wind speed.

All departing aircraft should apply ICAO PANS-OPS (Doc 8168) Volume I Noise Abatement Take-off Climb Procedures as follows :

1. Runway 33 L/R, 34 :

   - Noise Abatement Departure Procedure ONE (NADP ONE)

   a. Thrust reduction at 1 500 ft above aerodrome elevation recommended.

2. Runway 15 L/R, 16 :

   Noise Abatement Departure Procedure ONE or TWO (NADP ONE or NADP TWO)

   a. NADP ONE : Thrust reduc tion at 1 5 00 ft above aerodrome elevation recommended

   b. NADP TWO : Acceleration at 1 000 ft above aerodrome elevation recommended

   c. For noise abatement and CO₂ reduction using a NADP TWO is recommended. if for safety reasons(prevention of bird strike), compliance with the recommended procedure is not possible, NADP ONE may be used.

Take-off and landing on Runway 34/16 will not be allowed from 1 5 00 to 19 00 UTC, except emergency aircraft, weather, ground conditions, and traffic volume.

At Passenger docking stands, primarily the stationary airport pneumatic and electrical service units shall be used.

Alternatively the airport owned mobile units shall be used.

At other stands, the airport owned mobile units shall be used.

Airborne APUs shall only be started;

• - to start engine, the earliest 30 minutes before off-block time; however wide fuselage aircraft are permitted to use APU 60 minutes prior to scheduled departure time.

• - if maintenance work on the aircraft makes it unavoidable; in that case the service period shall be kept as short as possible;

• - if the Airport owned units are not available or unserviceable for specific aircraft types; in that case the airborne APUs shall be started at the earliest 60 minutes before off-block time and be kept in operation not more than 30 minutes after the on-block time.

In particular cases the Airport Corporation may permit longer service periods for APUs after the on-block time.

• Airport Corporation Telephone : 032-741-2458∼9.

• INCHEON APRON CONTROL : 121.65 MHz, 122.175 MHz, 121.8 MHz, 121.875 MHz

The following procedures are established for all turbo jet departures from Incheon International Airport :

1. IFR ATC clearance may be obtained by Voice RTF or datalink Departure clearance Service(DCL)(via SITA or ARINK (623)).

2. Pilot sh all contact INCHEON DELIVERY within 5 minutes of TOBT(A-CDM mode) or when fully ready for push-back(Non A-CDM mode) and report the following information. (refer. RKSI AD 2.20 3.1 A-CDM) .

   1. Aircraft identification

   2. Destination

   3. Gate or stand number

   4. ATIS code

3. In cases where ATC clearance is received via DCL, Pilot should follow restrictions in the remarks of ATC Clearance and acknowledge them within 5 minutes.

4. If unable to commence push-back by TSAT + 5 minutes(flight with TSAT) or within 10 minutes after receiving ATC clearance(flight without TSAT) due to the aircraft being unready, ATC clearance will be cancelled. Pilot shall contact INCHEON DELIVERY and check the validity of ATC clearance. (refer. RKSI AD 2.20 3.2)

1. All aircraft shall not exceed 250 kt IAS below 10 000 ft in SEOUL TMA, unless otherwise authorized by ATC. If unable to comply with this speed restriction, state minimum speed acceptable to ATC.

2. ATC will use “NO ATC SPEED RESTRICTIONS” RTF phraseology to remove MAX 250 kt IAS below 10 000 ft.

3. speed control under radar vector :

   1. When arriving traffic is being sequenced under radar direction, ATC typically will apply the following speed control :

      1. Initial approach phase : 210 kt IAS

      2. Base leg/heading to final approach : 180 kt IAS

      3. When established on final approach : 180 kt to 160 kt IAS

      4. Thereafter to 5 DME : 160 kt IAS

   2. These speed restrictions are essential for smooth and safe operations at high traffic loads. If an aircraft does not comply with these speed instructions, the aircraft may have to be excluded from the planned approach sequence.

   3. When ATC use “RESUME NORMAL SPEED“ RTF phraseology, it means that the previously issued speed restriction by ATC is cancelled and a pilot can resume an aircraft’s preferred speed. Pilot shall note that it does not mean the removal of MAX 250 kt IAS within SEOUL TMA.

Fuel Dumping Area is established within SEOUL TMA as follows :

1. AREA : A circle with a radius of 5 NM centered on R 264 NCN/D22, R 278 SEL/D45.

2. ALTITUDE : At or above 6 000 ft

3. Area/Altitude may be changed by pilot request, traffic condition or any other safety reason.

1. Visual approach may be initiated by ATC or approved upon pilot request on traffic permitting basis when weather as follows;

   1. Ceiling : At or above 2 500 ft

   2. Visibility : Not less than 5 km

2. Visual separation may be applied as follows;

   1. Traffic between arrivals or departures or arrival and departure on the runway or near the airport.

   2. Weather condition

      1) Ceiling : At or above 2 500 ft

      2) Visibility : Not less than 5 km

This information will help pilots during preflight planning to select a STAR or SID. It may be changed if necessary due to ATC purposes, weather, ground conditions and traffic volume.

1. Assignment of Standard Terminal Arrival(STAR)

   1. Passenger flight / Cargo Flight

      TIME (UTC)	AIRWAY	RWY	STAR (PRIMARY/SECONDARY)
      00:00 ~ 24:00	G597(KARBU)	15L/R, 16	RNAV KARBU 1N / RNAV SEL 2E
      	G585(GUKDO)	15L/R, 16	RNAV GUKDO 1N / RNAV SEL 2E
      	Y644(REBIT)	15L/R, 16	RNAV REBIT 1N
      	Y722(OLMEN)	15L/R, 16	RNAV OLMEN 1N
      	G597(KARBU)	33L/R, 34	RNAV KARBU 1P / RNAV BIKSI 1M*
      	G585(GUKDO)	33L/R, 34	RNAV GUKDO 1P / RNAV CUN(Yechon) 1M*
      	Y644 (COWAY/GONAV)	33L/R, 34	RNAV COWAY 1P / RNAV COWAY 1A / RNAV GONAV 2M*
      	Y722(OLMEN)	33L/R, 34	RNAV OLMEN 1P / RNAV OLMEN 1P / RNAV PUMOSMAKSA 1M* 1M*

      * These procedures are operated only 1400~1900 UTC(See 1.7 for the details)

      ** Cargo Flight will be preferentially assigned to RWY 15L/R & 33L/R

2. Assignment of Standard Instrument Departure(SID)

   1. Passenger flight

      TIME (UTC)	AIRWAY	RWY	SID (PRIMARY/SECONDARY)
      00:00 ~ 12:00	G597 (KARBU)	15L/R	RNAV EGOBA 1K
      	A582 (OSPOT)	15L/R	RNAV OSPOT 1K
      	G597 (BINIL)	16	RNAV BINIL 1S
      	Y711 (BOPTA)	16	RNAV BOPTA 1S
      	G597 (KARBU)	33L/R	RNAV EGOBA 1G
      	A582 (OSPOT)	33L/R	RNAV OSPOT 1G
      	G597 (NOPIK)	34	RNAV NOPIK 1Y
      	Y711 (BOPTA)	34	RNAV BOPTA 1Y
      	G597 (KARBU)	15L/R	RNAV EGOBA 1K
      12:00 ~ 24:00	A582 (OSPOT)	15L/R	RNAV OSPOT 1K
      	G597 (BINIL)	15L/R	RNAV BINIL 1K
      	Y711 (BOPTA)	15L/R	RNAV BOPTA 1K
      	G597 (KARBU)	33L/R	RNAV EGOBA 1L
      	A582 (OSPOT)	33L/R	RNAV OSPOT 1L
      	G597 (NOPIK)	33L/R	RNAV NOPIK 1L
      	Y711 (BOPTA)	33L/R	RNAV BOPTA 1L

   2. Cargo flight

      TIME (UTC)	AIRWAY	RWY	SID (PRIMARY/SECONDARY)
      00:00 ~ 12:00	G597 (KARBU)	15L/R	RNAV EGOBA 1K
      	A582 (OSPOT)	15L/R	RNAV OSPOT 1K
      	G597 (BINIL)	15L/R	RNAV BINIL 1K
      	Y711 (BOPTA)	15L/R	RNAV BOPTA 1K
      	G597 (KARBU)	33L/R	RNAV EGOBA 1G
      	A582 (OSPOT)	33L/R	RNAV OSPOT 1G
      	G597 (NOPIK)	33L/R	RNAV NOPIK 1L
      	Y711 (BOPTA)	33L/R	RNAV BOPTA 1L
      12:00 ~ 24:00	G597 (KARBU)	15L/R	RNAV EGOBA 1K
      	A582 (OSPOT)	15L/R	RNAV OSPOT 1K
      	G597 (BINIL)	15L/R	RNAV BINIL 1K
      	Y711 (BOPTA)	15L/R	RNAV BOPTA 1K
      	G597 (KARBU)	33L/R	RNAV EGOBA 1L
      	A582 (OSPOT)	33L/R	RNAV OSPOT 1L
      	G597 (NOPIK)	33L/R	RNAV NOPIK 1L
      	Y711 (BOPTA)	33L/R	RNAV BOPTA 1L

3. Use of SID / STAR

   1. Pilot shall note that adherence to SID / STAR level restrictions are critical for aircraft separation in SEOUL TMA. For ATC separation, pilots are strongly encouraged to check whether he or she can comply with level restrictions of SID(before airborne) / STAR(before passing subsequent waypoint) or not.

   2. If unable to comply with any restrictions depicted on SID or STAR, pilot shall notify ATC as early as possible.

   3. To eliminate safety risk due to a mismatch between ATC and pilot expectations, ATC will provide aircraft with explicit indications with regard to what is expected in terms of speed and level at all times using “CANCEL (LEVEL/SPEED) RESTRICTIONS” or “COMPLY WITH (LEVEL/SPEED) RESTRICTIONS” RTF phraseology.

1. The pilot shall read back always to ATC safety-related parts of ATC clearances for at least the following items;

   1. ATC route clearances

   2. clearances and instructions to enter, land on, take off from, hold short of, cross, taxi and backtrack on any runway

   3. runway-in-use, altimeter settings, SSR codes, level instructions, heading and speed instructions

2. Other clearances or instructions, including conditional clearances, shall be read back or acknowledged in a manner to clearly indicate that they have been understood and will be complied with.

1. The CDO procedures are in place for all aircraft flying on Y644, Y722, G585 and G597 inbound to Incheon international airport to ensure efficient arrival and approach operation as far as possible during specified time.

   1. Operation time : 1400 ~ 1900 UTC

   2. Available RWY : 33 L/R

   3. Available procedures : BIKSI 1M, CUN 1M, MAKSA 1M, GONAV 2M

2. ATC instructions

   Incheon ACC will instruct the aircraft to perform CDO when it enter Incheon FIR, as follows :

   - Phraseology controller : (Call sign), Cleared CUN(yecheon) 1M arrival. Speed & descent at pilot‘s discretion(Report leaving)

   ※ The above instruction(Phraseology) may be changed if necessary.

3. Pilots should report ATC when leaving the altitude of the Top of Descent(TOD)

   - Phraseology pilot : Incheon control, (Call sign), Now leaving

   ※ Reference point of descending : PULUN(IAF) at 7 000 ft

4. Pilots may maintain the ECON(Economical) SPEED on the FMS, unless ATC advises otherwise.

5. If the CDO procedure is not possible due to an emergency, weather conditions and traffic an alternate instruction will be issued by ATC or pilot can request it.

1. VFR Weather minimum : VFR flight will be permitted under the condition as below

   1. Ground Visibility : Not less than 5 KM (3 SM)

   2. Ceiling : at or above 450 m (1 500 ft)

2. VFR Reporting points : Refer to Page RKSI AD 2-41.

3. VFR Traffic circuit : Refer to Page RKSI AD 2-40.

4. VFR Pattern Altitude

   1. Helicopter

      1) Runway : 1 000 ft AMSL

      2) South Pattern for H1, H2 : 800 ft AMSL

   2. Fixed wing : 1 500 ft AMSL

5. VFR Flight procedure

   1. VFR aircraft shall maintain two way radio communication and get permission to enter Class B airspace from Seoul Approach Control except

      1) When landing and departing within Incheon Control Zone via VFR reporting points.

      2) to transiting through Incheon Control Zone.

   2. When landing on or taking off from H1, H2, helicopter shall use caution for separation from IFR traffic. Helicopter shall contact Incheon TWR prior to departure and delay may be possible for separation between IFR and VFR traffic.

   3. Helicopters flying between "Z" and "Y" point along SIHWA breakwater shall maintain at or below 1 000 ft AMSL to ensure the safety of IFR takeoff and landing traffic from/to Incheon INTL airport.

   4. As practical as possible, pilot should avoid congested areas, hospital, school, institute and so on (especially airport town near "D" point).

1. Special VFR flight for taking off or landing may only be permitted except helicopters, when

   1. The ground visibility is not less than 1 500 m.

   2. If ground visibility is not reported at airport, flight visibility is not less than 1 500 m (transition).

2. For Special VFR operations, the pilot shall :

   1. fly only within control zone as cleared by Incheon Tower.

   2. remain clear of clouds.

   3. maintain at least 1 500 m of flight visibility.

   4. maintain visual reference with surface or water.

   5. Special VFR may be permitted only between sunrise and sunset unless the pilot is instrument rated and the aircraft is equipped for IFR flight in accordance with the requirement specified in civil aeronautics law.

      (Except helicopters)

1) Squawk 7600

2) Continue to fly in VMC

3) Land at nearest suitable aerodrome