AD 2  AERODROMES

RKSI — Incheon

RKSI AD 2.1   AERODROME LOCATION INDICATOR AND NAME

RKSI - SEOUL / Incheon INTL

RKSI AD 2.2   AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

1

ARP coordinates and site at AD

372745N 1262621E

295° / 2357 m from THR 33R

2

Direction and distance from city

264°, 48.7 km from Seoul City Hall

279°, 23.9 km from Incheon City Hall

3

Elevation/Reference temperature

7m / 30.3°C

4

Geoid undulation at AD ELEVE PSN

21 m

5

Magnetic VAR/Annual change

9° W (2020) / 0.093° increasing

6

Aerodrome Operator, Address, Telephone, Fax, AFS

Post:

Seoul Regional Office of Avi ation,

Ministry of Land, Infrastructure and Transport

47, Gonghang-ro 424beon-gil, Jung-gu, Incheon 22382,

Republic of Korea

Tel: 

Fax: 

AFS: 

Terminal 1

Tel : +82-32-740-2261~3, 2192

Fax : +82-32-740-2269, 2189

AFS : RKSIZPZX

Terminal 2

Tel : +82-32-740-2361~3

Fax : +82-32-740-2367

AFS : RKSIZPZB

7

Types of traffic permitted(IFR/VFR)

IFR/VFR

8

Remarks

NIL

RKSI AD 2.3   OPERATIONAL HOURS

1

Aerodrome Operator

H24

2

Customs and Immigration

H24

3

Health and sanitation

H24

4

AIS Briefing Office

H24

5

ATS Reporting Office

H24

6

MET Briefing Office

H24

7

ATS

H24

8

Fuelling

H24

9

Handling

H24

10

Security

H24

11

De-icing

H24

12

Remarks

NIL

RKSI AD 2.4   HANDLING SERVICES AND FACILITIES

1

Cargo handling facilities

All modern facilities handling weights up to 7 000 kg

2

Fuel/oil types

Fuel : Jet A-1

Oil : Turbo Oil 2 380, Jet Oil 254, Castrol 5 000

3

Fuelling facilities/capacity

  1. Jet A1 available by hydrant refueling on passenger, remote, cargo

    apron, at rate of 1 000 gpm. 2apron, at rate of 1 000 gpm. 127 aircraft can be fueled simultaneously,

    total amount of storage is 1total amount of storage is 127 187 087 353 600 Liters00 Liters

  2. Hydrant refueling is unserviceable on every 4th Monday (1630-1800

    UTC) of the month due to scheduled inspection. Tank lorries are

    available 24H.

4

De-icing facilities

Provide 21 de-icing pads (Refer to Aircraft Parking/Docking Chart)

5

Hangar space for visiting aircraft

Not Available

6

Repair facilities for visiting aircraft

Minor repairs without hangar

7

Remarks

NIL

RKSI AD 2.5   PASSENGER FACILITIES

1

Hotels

In Incheon & Seoul city (Transit Hotel at passenger Terminal)

2

Restaurants

At AD and in the city

3

Transportation

Rail, Buses, Taxis, Rental cars and Ferries

4

Medical facilities

  1. First aid emergency medical center in airport.

  2. Ambulance service available.

  3. Hospitals in Incheon city, 20 km away.

5

Bank and Post Office

Available at airport

6

Tourist Office

Available at airport

7

Remarks

  1. Main homepage : http://airport.kr

RKSI AD 2.6   RESCUE AND FIRE FIGHTING SERVICES

1

AD Category for fire fighting

AD Category for fire fighting : Category 10

2

Rescue equipment

  1. 4 ARFF* vehicles(8 x 8) :

    Capacity of water (L)

    17 000 (2)

    12 000 (1)

    10 000 (1)*

    Capacity of foam (L)

    2 400 (2)

    1 500 (2)*

    Foam discharge rate (L/min)

    8 000 (2)

    7 500 (1)

    5 500 (1)*

    Capacity of dry chemical powder (kg)

    250 (each)*

    Dry chemical powder discharge rate (kg/s)

    2.5 (2)*

    2.3 (2)

    * 1 vehicle with S-nozzle

  2. 2 ARFF* vehicles(6 x 6):

    Capacity of water (L)

    11 000 (each)

    Capacity of foam (L)

    1 590 (2), 1 000(1)

    Foam discharge rate (L/min)

    7 900 (2), 7 500(1)

    Capacity of dry chemical powder (kg)

    250 (2), 225 (1)

    Dry chemical powder discharge rate (kg/s)

    2.3(2), 2.5(1)

  3. 1 ARFF* vehicles(4 x 4):

    Capacity of water (L)

    6 200

    Capacity of foam (L)

    750

    Foam discharge rate (L/min)

    6 500

    Capacity of dry chemical powder (kg)

    250

    Dry chemical powder discharge rate (kg/s)

    2.5

  4. 3 RFF* vehicles:

    Capacity of water (L)

    4 000 (2)

    3 500 (1)

    Capacity of foam (L)

    600 (1)

    400 (2)

    Foam discharge rate (L/min)

    4 000 (each)

    Capacity of dry chemical powder (kg)

    140

  5. 4 Supplementary water tank trucks : 12 000 L(2), 10 000 L(2)

  6. 3 Ambulances

  7. 1 Rescue truck

  8. 2 Rescue boats

  9. 1 Commanding vehicle

  10. 1 Lighting vehicle

  11. 1 Aircraft Rescue Fire-Fighting Stair vehicle

3

Capability for removal of disabled aircraft

  1. Specialized aircraft recovery equipment(six 30 ton, two 40 ton Pneumatic lifting

    bags and inflation equipment), Four 100 ton hydraulic recovery jacks, one set

    of tethering equipment and other accessory equipment available for up to

    B747 size aircraft can be provided by IIAC, airlines and agencies.

  2. Coordinator : Emergency Management Center (+82-32-741-2961)

4

Remarks

*ARFF(aircraft Rescue and Fire-fighting)

RKSI AD 2.7   SEASONAL AVAILABILITY-CLEARING

1

Type of clearing equipment

  1. 21 Towed runway jet sweeper(working width : up to 8.61m)

  2. 28 Compact runway jet sweeper(working width : up to 5.5m)

  3. 6 Liquid material sprayers(working width : up to 24 m)

  4. 4 Solid material spreader(working width : up to 5m)

2

Clearance priorities

  1. First

    1. RWY 15R/33L, 16L/34R

    2. TWY B, D, N

    3. Rapid exit taxiways(B2, B3, B5, B6, N2, N3, N4, N5) and right angle taxiways(A15, G, J, L, K, S, M15, N7)

    4. Apron taxiways

  2. Second

    1. RWY 15L/33R, 16R/34L

    2. TWY A, C, M, P

    3. Rapid exit taxiways and right angle taxiways connecting RWY 15L/33R, 16R/34L or TWY A, C, M, P

    4. Aircraft stand taxilanes

    5. Apron taxiways

  3. Third

    Other areas except the first and second

3

Remarks

NIL

RKSI AD 2.8   APRONS, TAXIWAYS AND CHECK LOCATIONS / POSITION DATA

1

Designation, Apron(Ramp) surface and strength

  1. Apron1 : Concrete PCN 86/R/B/X/T

  2. Apron2 : Concrete PCN 86/R/B/X/T

  3. Apron3 : Concrete PCN 85/R/B/X/T

2

Designation, Taxiway width, surface and strength

Taxiway width, surface and strength:

  1. Width : 30 m

    - Shoulder of TWY A/B/C/D : 15 m (Paved 12 m, Turfed 3m)

    - Shoulder of TWY M/N/P : 15 m (Paved)

  2. Surface : Asphalt, Concrete

  3. Strength

    TWY A, D : Concrete PCN 86/R/B/X/T

    TWY B, C : Asphalt PCN 88/F/B/X/T

    TWY M : Concrete PCN 85/R/B/X/T

    TWY N : Asphalt PCN 75/F/B/X/T

    TWY P : Asphalt PCN 75/F/B/X/T

3

Altimeter check location and elevation

Every specified stands (Refer to aircraft Parking/Docking Chart)

4

VOR check point

See AD Chart

5

INS check points

INS Checkpoints : Every specified stand

(Refer to aircraft Parking/Docking Chart)

6

Remarks

NIL

RKSI AD 2.9   SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM AND MARKINGS

1

Use of Mode S transponder on the ground

1.1

General

This system using Mode S transponder improves the accuracy and the reliability of the ground movement monitoring system

1.2

ACFT equipped with Mode S transponder

ACFT operators shall ensure that Mode S transponders are able to operate when ACFT is on the ground

1.2.1

Departing ACFT

Prior to push-back or taxiing from a parking stand whichever comes first:

- Enter, using either FMS mode or transponder control unit, the flight identification as specified in item 7 of the ICAO flight plan(ex.: KAL123, AAR456) or enter in the absence of flight identification, the ACFT registration.

- Select XPNDR or its equivalent in relation to specifications on the installed model.

- If function is available, select AUTO mode.

- Do not select Off or SDBY functions.

- Set Mode A code assigned by ATC.

Lining up

- select TA/RA

Arriving ACFT

After landing and until the ACFT is stationary at parking stand:

- Maintain XPNDR or its equivalent in relation of specification of the installed model.

- Do not select OFF and SDBY functions.

- Maintain Mode A code assigned by ATC

When ACFT is stationary at the parking stand, select OFF or SDBY.

Other cases of taxiing ACFT

- Select XPNDR or its equivalent in relation to specifications of the installed model.

- If function is available, select AUTO mode.

- Do not select the OFF and SDBY function.

- Set Mode A code to 2000

1.3

ACFT not equipped with Mode S transponder or with an unserviceable Mode S transponder

Departing ACFT:

- Maintain Mode A+C transponder in the ON position until lining up.

Arriving ACFT:

- Maintain Mode A+C transponder in the ON position and Mode A code assigned by ATC until parking stand.

Other cases of taxiing ACFT:

- Select A+C transponder in the ON position or its equivalent in relation to specifications of the installed model.

- Do not select the OFF and SDBY function.

- Set Mode A code to 2000

Fully parked on stand

- Select OFF or SDBY position

2

RWY and TWY marking and LGT

  1. Runway

    1) Lights

    - Edge lights are installed at 60 m intervals on all runways.

    - Centerline lights are installed at 15 m intervals on all runways.

    2) Markings

    Runway Edges, Touchdown Zones, Aiming Points and Center line.

  2. Taxiway

    1) Lights

    - Edge lights are installed at 15 m intervals on all TWY curved

    areas and 60 m intervals of markers are in the rest of areas.

    - Centerline Lights are installed at 3.75∼7.5 m intervals on all TWY

    curved areas and 15 m intervals in the rest of areas.

    - Aircraft stand maneuvering guidance lights (SMGL) are installed to

    facilitate the positioning of the aircraft at the stand (Passenger

    Apron and Concourse). The lights to delineate the lead-in are

    spaced with not more than 7.5 m intervals in the curves and 15 m

    intervals on the straight sections

    2) Markings

    - TWY & taxilane centerline markings are marked with a yellow solid

    line on the black base on all specified taxiways designated as the

    SMGCS (Surface Movement Guidance & Control System) taxiway

    routes

    - Holding position markings are installed on TWY D, G, L, N1, N6, N7 and S for ILS sensitive area in the form of trapezoid as recommended by ICAO (Annex 14).

    - Geographic position markings are located on the TWYs and Ramp Areas and are used to identify the location of taxing aircraft or vehicles during low visibility conditions. In conjunction with use of ASDE, they provide geographic position of A/C and vehicles if ASDE is unserviceable.

    3) Signs

    - ILS Taxi-Holding Position Signs are marked as "CAT II/III"

    - Runway holding position lines and Signs are installed on taxiways G, B1, B7 and L, substitute for the ILS sensitive area taxi-holding position.

3

Stop Bars:

  1. Stop Bar Lights across the taxiway are installed at the runway holding positions, ILS sensitive area holding positions. Stop Bar Lights on Taxiway A, B, C, D are inserted on the intersection taxiway and straight taxiway at intervals of 200 m.

    Stop Bar Lights on Taxiway M, N, P are inserted on the intersection taxiway.

  2. Stop Bar Lights consist of in-pavement and elevated red unidirectional fixtures and are installed at 3 m intervals.

  3. Stop Bars are controlled by ATC and include a system of in-pavement green taxiway centerline lights, lead-on/off lights at the locations where aircraft enter or cross a runway.

4

Intermidiate Holding Position Lights:

  1. Intermediate Holding Position Lights consist of in-pavement yellow fixtures installed at the intermediate holding position in the Apron 2, 3 and 4 areas.

  2. Intermediate Holding Position Lights are not installed where Stop Bar Lights are installed.

5

A-SMGCS & ASDE:

  1. A-SMGCS(Advanced Surface Movement Guidance & Control System)

    A-SMGCS provides Surveillance, Routing, Guidance and Control Functions to ATC.

    Its operations apply automated lighting systems during night time and daylight time under IFR conditions.

    All the movement of aircraft including vehicles are strictly required to obey instructions issued by ATC with this system during LVP(Low Visibility Procedures) in operation.

  2. B. ASDE (Airport Surface Detection Equipment)

    ASDE comply with CAT-IIIb capabilities of identification, monitoring and altering information to ATC following :

    - 360° Radius coverage and ground movement data displaying.

    - runway incursion & collisions warnings.

    - interfacing capability with ARTS(Automated Terminal Radar System) or A-SMGCS.

6

Remarks

NIL

General explanation of PDU(Pilot Display Unit) _ Concourse


  1. It is the camera to detect the approaching aircraft.

  2. During the docking procedure, it visually represents the guidance information such as aircraft type and remaining distance.

  3. It represents the stand centre line. when the camera detects the approaching aircraft, this vertical bar is displayed to let the pilot know the correct course.

  4. It provides the azimuth guidance information to the pilot. when the aircraft deviates from the stand centre line, this symbol is shown to correct the direction which the arrow symbol points to.

  5. It is the symbol of the aircraft.

The VDGS(Visual Docking Guidance System) Docking Procedure _ Concourse


1. The docking preparation

  1. AFTer initializing the docking stand designation, the expected aircraft type and the stand number will be alternatively displayed on the upper LCD of the PDU. At the same time, the lead-in lights installed along the stand centre line will be switched on.

2. The azimuth guidance information

  1. When the aircraft is detected by the camera, azimuth guidance information will be provided on the lower LCD of the PDU. In case the aircraft deviates from the stand centre line, the arrow symbol will be displayed.


3. The remaining distance information

  1. The remaining distance information will be shown numerically on the upper LCD of the PDU with the graphical presentation starting from 30 m before the stop point. At the same time, the aircraft symbol will be shown along the stand centre line displaying on the lower LCD of the PDU.

  2. The remaining distance information will be displayed 30 m to 20 m by 5 m step (30, 25, and 20 m), 20 m to 10 m by 2 m step (20, 18, 16, 14, 12, and 10 m), 10 m to 1 m by 1 m step (10, 9, 8, 7, 6, 5, 4, 3, 2, and 1 m), and the remaining last 1m will be shown by 0.2 m step (1, 0.8, 0.6, 0.4, 0.2, and STOP). Some remaining distance information may not be displayed on the PDU according to the aircraft docking speed.




4. The Stop information

  1. It represents that the pilot should stop his aircraft.

  2. If the aircraft overruns more than 2 m, STOP TOO FAR message will be shown on the upper LCD of the PDU.


5. The ESTOP information

  1. The ESTOP (Emergency stop) will be displayed when the aircraft deviates too far from the stand centre line or the field operator presses the E-STOP button.

  2. In case ESTOP message is shown on the PDU, the aircraft should be stopped immediately.


6. The docking completion information

When the aircraft has reached the stop point within the tolerance, the OK message will be shown on the upper LCD of the PDU.


7. The ON BLOCK Information.

  1. The ONBLK (On block) message and time will be displayed on the PDU right after changing from STOP to OK message.

  2. The On Block time will be transmitted to the IIS(Integrated Information System).


Notice for the use of VDGS

  1. VDGS service is provided to Concourse stands (total 30). Marshalling service should be provided for any of the following cases ;

    1. When VDGS or ASDE is inoperative.

    2. When a Low Visibility Procedure is in operation.

    3. When Aircraft types are IL62, IL76, IL96, TU204, B789, B748 and A359.

  2. In case the aircraft type and the stand number displaying on the PDU are different from the actual approaching aircraft type and the actual stand number, the pilot should stop his aircraft immediately and notify the Incheon Apron, and then follow the marshaller's instruction.

  3. If the stand number and aircraft type are still displayed alternately on the PDU until the aircraft approaches to 10 m prior to the stop point, the pilot should stop his aircraft immediately and notify the Incheon Apron, and then follow the marshaller's instruction.

  4. If the ESTOP message is displayed on the PDU, the pilot should stop his aircraft immediately and notify the Incheon Apron, and then follow the marshaller's instruction. For any of the following cases, the field operator should press the emergency stop button.

    1. When the aircraft overruns or is expected to go more than 1 m from the stop point.

    2. In case the pilot does not stop the aircraft immediately, although the aircraft type and the gate number displayed on the PDU differ from the actual aircraft type and gate number.

    3. In case there is any obstacle interrupting the normal docking procedure around the docking area.

  5. In case that the VDGS docking information and the marshaller's instruction are different, the pilot should follow the marshaller's instruction first.

  6. When the aircraft reaches about 10 m prior to the stop point, the pilot should decrease the speed as much as the aircraft could be stopped immediately until the STOP or ESTOP message is displayed on the PDU.

  7. If the aircraft approaches to the stand in excess of the speed limit in Concourse, the SLOW message should be displayed on the PDU. The pilot should reduce the speed.

General explanation of PDU(Pilot Display Unit) _ Passenger Terminal #1 and #2


1.  It is the laser unit to detect the approaching aircraft.
2.  During the docking procedure, it visually represents the guidance information such as aircraft type and remaining distance.
3.  It represents the stand centre line. when the laser unit detects the approaching aircraft, this vertical bar is displayed to let the pilot know the correct course.
4.  It provides the azimuth guidance information to the pilot. when the aircraft deviates from the stand centre line, this symbol is shown to correct the direction which the arrow symbol points to.
5.  It is the symbol of the aircraft.

The VDGS(Visual Docking Guidance System) Docking Procedure _ Passenger Terminal #1 and #2


1.  The docking preparation
  1. After initializing the docking stand designation, WAIT message will be displayed and then the expected aircraft type displayed continuously on the upper LED of the PDU. At the same time, the lead-in lights installed along the stand centre line will be switched on.

  2. When the aircraft is detected by the laser unit, flooting arrow symbol will be displayed. on the lower LED of the PDU.


2.  The azimuth guidance information
  1. In case the aircraft deviates from the stand centre line, the red arrow symbol will be displayed.

3.  The remaining distance information
  1. The remaining distance information will be shown numerically on the upper LED of the PDU with the graphical presentation starting from 30 m before the stop point. At the same time, the aircraft symbol will be shown along the stand centre line displaying on the lower LED of the PDU.

  2. The remaining distance information will be displayed 30 m to 3 m by 1 m step (30, 29,..., and 3 m) and the remaining last 3.0 m will be shown by 0.1 m step (3.0, 2.9,...,0.1, and STOP). Some remaining distance information may not be displayed on the PDU according to the aircraft docking speed.




    4.  The STOP information
    1. It represents that the pilot should stop his aircraft.

    2. If the aircraft overruns more than 1 m, STOP TOO FAR message will be shown on the upper LED of the PDU.

    3. The STOP will be displayed when the aircraft deviates too far from the stand centre line or the field operator presses the E-STOP button.


    5.  The STOP_SBU/IDFAIL information
    1. The STOP_SBU/IDFAIL(Emergency stop) will be displayed when system Error or approaching aircraft is different actual aircraft type

    2. In case STOP_SBU/IDFAIL message is shown on the PDU, the aircraft should be stopped immediately.


    6.  The docking completion information

    When the aircraft has reached the stop point within the tolerance, the OK message will be shown on the upper LED of the PDU.


    7.  The BTIME(On Block time) Information
    1. The BTIME message and time will be displayed on the PDU right after changing from STOP to OK message.

    2. The BTIME(On Block time) will be transmitted to the IIS(Integrated Information System).

    Notice for the use of VDGS

    1.  VDGS service is provided to Passenger Terminal stands NR. 1(total 44). and NR. 2(total 51). Marshalling service should be provided for any of the following cases ;
    1. When VDGS or ASDE is inoperative.

    2. When a Low Visibility Procedure is in operation.

    2.  In case the aircraft type and the stand number displaying on the PDU are different from the actual approaching aircraft type and the actual stand number, the pilot should stop his aircraft immediately and notify the Incheon Apron, and then follow the marshaller's instruction.
    3.  If the stand number and aircraft type are still displayed alternately on the PDU until the aircraft approaches to 10 m prior to the stop point, the pilot should stop his aircraft immediately and notify the Incheon Apron, and then follow the marshaller's instruction.
    4.  If the ESTOP message is displayed on the PDU, the pilot should stop his aircraft immediately and notify the Incheon Apron, and then follow the marshaller's instruction. For any of the following cases, the field operator should press the emergency stop button.
    1. When the aircraft overruns or is expected to go more than 1 m from the stop point.

    2. In case the pilot does not stop the aircraft immediately, although the aircraft type and the gate number displayed on the PDU differ from the actual aircraft type and gate number.

    3. In case there is any obstacle interrupting the normal docking procedure around the docking area.

    5.  In case that the VDGS docking information and the marshaller's instruction are different, the pilot should follow the marshaller's instruction first.
    6.  When the aircraft reaches about 10 m prior to the stop point, the pilot should decrease the speed as much as the aircraft could be stopped immediately until the STOP message is displayed on the PDU.
    7.  If the aircraft approaches to the stand in excess of the speed limit, the SLOW message should be displayed on the PDU. The pilot should reduce the speed.

    RKSI AD 2.10   AERODROME OBSTACLES

    In Area 2

    OBST ID/Designation

    OBST type

    OBST position

    ELEV/HGT

    Markings/Type, colour

    Remarks

    a

    b

    c

    d

    e

    f

    RKSIOB001

    Power Transmission Tower #1

    373203.9N1262255.8E

    428 ft/

    Marked/LGTD

    In 33L/R, 15L/R, 16L/R, 34L/R APCH/TKOF

    RKSIOB002

    Power Transmission Tower #2

    373201.7N 1262345.5E

    389 ft/

    Marked/LGTD

    In 33L/R, 15L/R APCH/TKOF

    RKSIOB003

    Power Transmission Tower #3

    373200.3N 1262417.0E

    358 ft/

    Marked/LGTD

    RKSIOB004

    Power Transmission Tower #4

    373200.1N 1262422.7E

    367 ft/

    LGTD

    RKSIOB005

    Brg. Incheon #1

    372456.3N 1263345.7E

    788 ft/

    LGTD

    RKSIOB006

    Brg. Incheon #2

    372442.7N 1263413.5E

    788 ft/

    LGTD

    RKSIOB007

    Mt. Guksabong

    373203.3N 1262056.5E

    512 ft/

    In 16L/R, 34L/R APCH/TKOF

    RKSIOB008

    Power Transmission Tower #6

    373212.4N 1262447.3E

    311 ft/

    In 33L/R, 15L/R, 16L/R, 34L/R circling area and at AD

    RKSIOB009

    Mt. Sido

    373143.3N 1262526.5E

    387 ft/

    RKSIOB010

    Mt. Gubong

    373129.2N 1262644.6E

    621 ft/

    RKSIOB011

    Shinbul Antenna #1

    372720.8N 1262850.9E

    254 ft/

    Marked/LGTD

    RKSIOB012

    Shinbul Antenna #2

    372716.6N 1262855.0E

    251 ft/

    LGTD

    RKSIOB013

    Mt. Muuido

    372427.5N 1262435.6E

    444 ft/

    RKSIOB014

    Power Transmission Tower (Jamjindo)

    372503.6N 1262454.7E

    263 ft/

    Marked/LGTD

    RKSIOB015

    Mt. Oseong #2

    372556.7N 1262524.7E

    245 ft/

    RKSIOB016

    Mt. Oseong #8

    372712.2N 1262406.6E

    274 ft/

    RKSIOB017

    Mt. Oseong #6

    372703.3N 1262443.8E

    267 ft/

    RKSIOB018

    Mt. Wang (Antenna)

    372800.2N 1262142.2E

    598 ft/

    LGTD

    RKSIOB019

    Transportation Center

    372649.9N 1262709.8E

    170 ft/

    RKSIOB020

    Mt. Baekun

    372936.0N 1263057.8E

    853 ft/

    RKSIOB021

    Mt. Horyeonggok

    372240.9N 1262518.7E

    818 ft/

    In Area 3

    OBST ID/ Designation

    OBST type

    OBST position

    ELEV/HG T

    Markings/Type, colour

    Remarks

    a

    b

    c

    d

    e

    f

    RKSIOB022

    Control TWR

    372739.3N 1262625.9E

    345.9 ft/

    LGTD

    In 33L/R, 15L/R, 16L/R, 34L/R APCH/TKOF

    RKSIOB023

    Apron TWR #1

    372722.9N 1262640.4E

    229.6 ft/

    LGTD

    RKSIOB024

    Apron TWR #2

    372759.9N 1262607.5E

    336.5 ft/

    LGTD

    RKSI AD 2.11   METEOROLOGICAL INFORMATION PROVIDED

    1

    Associated MET Office

    Aviation Meteorological Agency

    · TEL : +82-32-222-3030

    · FAX : +82-32-740-2817

    2

    Hours of service

    MET Office outside hours

    24 hours

    -

    3

    Office responsible for TAF preparation

    Periods of validity

    Aviation Meteorological Agency

    30 hours at 0000, 0600, 1200, 1800 UTC

    4

    Trend forecast

    Interval of issuance

    Trend Type forecast

    30 minute(METAR)

    5

    Briefing/consultation provided

    Available at the Office for 24 hours, if required.

    6

    Flight documentation

    language(s) used

    Aerodrome forecasts(TAF code form), SIGWX charts, WINTEM charts,

    SIGMET information in English

    7

    Charts and other information

    available for briefing or consultation

    Analysis charts(surface and upper air), Prognostic charts, Graphic

    displays and other model outputs.

    8

    Supplementary equipment available

    for providing information

    Satellite and Terminal Doppler Weather radar imageries,

    Low Level Windshear Alert System

    9

    ATS units provided with information

    FIC, TWR, APP and ACC

    10

    Additional information

    (limitation of service, etc.)

    All observation data, model outputs and forecasts produced by KMA

    and WAFS are available at the office through Internet link.

    RKSI AD 2.12   RUNWAY PHYSICAL CHARACTERISTICS

    Designations

    RWY NR

    TRUE BRG

    Dimension of

    RWY(M)

    Strength(PCN) and surface of

    RWY and SWY

    THR coordinates

    RWY end coordinates

    THR geoid undulation

    THR elevation and

    highest elevation of TDZ

    of precision APP RWY

    1

    2

    3

    4

    5

    6

    15L

    144.66°

    3750 × 60

    ㆍ88/F/B/X/T Asphalt

    ㆍSWY and 300 m RWY ends

    are 86/R/B/X/T Concrete

    372902.20N

    1262624.56E

    GUND 21.5 m

    THR 6.9 m / 22.6 ft

    TDZ 6.9 m / 22.6 ft

    33R

    324.67°

    3750 × 60

    ㆍ88/F/B/X/T Asphalt

    ㆍSWY and 300 m RWY ends

    are 86/R/B/X/T Concrete

    372722.97N

    1262752.82E

    GUND 21.5 m

    THR 6.9 m / 22.6 ft

    TDZ 6.9 m / 22.6 ft

    15R

    144.66°

    3750 × 60

    ㆍ88/F/B/X/T Asphalt

    ㆍSWY and 300 m RWY ends

    are 86/R/B/X/T Concrete

    372854.44N

    1262610.82E

    GUND 21.4 m

    THR 6.9 m / 22.6 ft

    TDZ 6.9 m / 22.6 ft

    33L

    324.67°

    3750 × 60

    ㆍ88/F/B/X/T Asphalt

    ㆍSWY and 300 m RWY ends

    are 86/R/B/X/T Concrete

    372715.21N

    1262739.08E

    GUND 21.5 m

    THR 6.9 m / 22.6 ft

    TDZ 6.9 m / 22.6 ft

    16L

    144.66°

    4000 × 60

    ㆍ75/F/B/X/T Asphalt

    ㆍSWY and 700 m RWY ends

    are 85/R/B/X/T Concrete

    372822.11N

    1262456.06E

    GUND 21.3 m

    THR 7.0 m / 22.9 ft

    TDZ 7.0 m / 22.9 ft

    34R

    324.67°

    4000 × 60

    ㆍ75/F/B/X/T Asphalt

    ㆍSWY and 700 m RWY ends

    are 85/R/B/X/T Concrete

    372636.29N

    1262630.22E

    GUND 21.5 m

    THR 7.0 m / 22.9 ft

    TDZ 7.0 m / 22.9 ft

    16R

    144.66°

    3 750 × 60

    • 75/F/B/X/T Asphalt

    • SWY and 842 m RWY ends are 85/R/B/X/T Concrete

    372807.71N

    1262448.18E

    GUND 21.8 m

    THR 7.0 m / 22.9 ft

    TDZ 7.0 m / 22.9 ft

    34L

    324.67°

    3 750 × 60

    • 75/F/B/X/T Asphalt

    • SWY and 842 m RWY ends are 85/R/B/X/T Concrete

    372628.50N

    1262616.45E

    GUND 21.9 m

    THR 7.0 m / 22.9 ft

    TDZ 7.0 m / 22.9 ft

    Remarks

    Geoid undulations of 16R and 34L are surveyed on the basis of national geoid model, KNGeoid18.

    7. Slope of RWY-SWY


    SWY dimensions(M)

    CWY dimensions(M)

    Strip dimensions(M)

    RESA
    dimensions(m)
    Location &
    description of
    arresting system

    OFZ

    Remarks

    8

    9

    10

    11 12

    1 4

    120 × 60

    120 × 60

    300 × 150

    300 × 150

    4 110 × 300

    240 × 150

    240 × 150

    NIL

    Conforms to the standards specified in Annex 14, Chapter 4

    The surface of RWY 15R/33L, 15L/33R, 16L /34R, 16R/34L and Rapid exit taxiways are grooved.

    120 × 60

    120 × 60

    300 × 150

    300 × 150

    4 110 × 300

    240 × 150

    240 × 150

    NIL

    120 × 60

    120 × 60

    300 × 150

    300 × 150

    4 360 x 300

    240 × 150

    240 × 150

    NIL

    120 × 60

    120 × 60

    300 × 150

    300 × 150

    4 110 × 300

    240 × 150

    240 × 150

    NIL

    ※ Scheduled Preventive Maintenance Time

    • 15R/33L : Every 3 days from the 1st day of the month(1300-1900UTC) (for example May 1, 4, 7, 10... etc.)

    • 15L/33R : Every 3 days from the 2nd day of the month(1300-1900UTC) (for example May 2, 5, 8, 11... etc.)

    • 16R/34L and 16L/34R : Every 3 days from the 3rd day of the month(1300-1900UTC) (for example May 3, 6, 9, 12... etc.)

      - During the Scheduled Preventive Maintenance Time Take-offs and landings are prohibited. But, ground maneuvering is

      allowed under ATC instructions.

      - A 30 minutes prior request is required to use the closed runway for take-offs and landings.

    RKSI AD 2.13   DECLARED DISTANCES

    RWY

    Designator

    TORA

    (M)

    TODA

    (M)

    ASDA

    (M)

    LDA

    (M)

    Remarks

    1

    2

    3

    4

    5

    6

    15R

    3 750

    4 050

    3 870

    3 750

    NIL

    15R

    3 560

    3 860

    3 680

    -

    Take-off from intersection at TWY B7*

    15R

    3 000

    3 300

    3 120

    -

    Take-off from intersection with TWY K*

    15R

    2 550

    2 850

    2 670

    -

    Take-off from intersection at TWY B6**

    15R

    2 250

    2 550

    2 370

    -

    Take-off from intersection at TWY B5**

    33L

    3 750

    4 050

    3 870

    3 750

    NIL

    33L

    3 560

    3 860

    3 680

    -

    Take-off from intersection at TWY B1*

    33L

    3 000

    3 300

    3 120

    -

    Take-off from intersection with TWY J*

    33L

    2 550

    2 850

    2 670

    -

    Take-off from intersection at TWY B2**

    33L

    2 250

    2 550

    2 370

    -

    Take-off from intersection with TWY B3**

    15L

    3 750

    4 050

    3 870

    3 750

    NIL

    15L

    3 000

    3 300

    3 120

    -

    Take-off from intersection with TWY K*

    15L

    2 550

    2 850

    2 670

    -

    Take-off from intersection with TWY D6**

    33R

    3 750

    4 050

    3 870

    3 750

    NIL

    33R

    3 000

    3 300

    3 120

    -

    Take-off from intersection with TWY J*

    33R

    2 550

    2 850

    2 670

    -

    Take-off from intersection with TWY D1**

    16L

    4 000

    4 300

    4 120

    4 000

    NIL

    16L

    3 810

    4 110

    3 930

    -

    Take-off from intersection at TWY N6*

    16L

    3 314

    3 614

    3 434

    -

    Take-off from intersection with TWY V*

    16L

    3 009

    3 309

    3 129

    -

    Take-off from intersection with TWY U*

    16L

    2 550

    2 850

    2 670

    -

    Take-off from intersection at TWY N5**

    16L

    2 050

    2 350

    2 170

    -

    Take-off from intersection at TWY N4**

    16L

    1 799

    2 099

    1 919

    -

    Take-off from intersection at TWY W**

    34R

    4 000

    4 300

    4 120

    4 000

    NIL

    34R

    3 810

    4 110

    3 930

    -

    Take-off from intersection at TWY N1*

    34R

    3 259

    3 559

    3 379

    -

    Take-off from intersection with TWY T*

    34R

    2 550

    2 850

    2 670

    -

    Take-off from intersection at TWY N2**

    34R

    2 049

    2 349

    2 169

    -

    Take-off from intersection with TWY N3**

    34R

    2 049

    2 349

    2 169

    -

    Take-off from intersection at TWY W**

    16R

    3 750

    4 050

    3 870

    3 750

    NIL

    16R

    3 555

    3 855

    3 675

    -

    Take-off from intersection at TWY P12*

    16R

    3 314

    3 614

    3 434

    -

    Take-off from intersection at TWY V*

    16R

    3 009

    3 309

    3 129

    -

    Take-off from intersection at TWY U*

    16R

    2 500

    2 800

    2 620

    -

    Take-off from intersection at TWY P11**

    16R

    2 200

    2 500

    2 320

    -

    Take-off from intersection at TWY P10**

    16R

    1 900

    2 200

    2 020

    -

    Take-off from intersection at TWY P8**

    16R

    1 600

    1 900

    1 720

    -

    Take-off from intersection at TWY P7**

    16R

    1 875

    2 175

    1 995

    -

    Take-off from intersection at TWY W**

    34L

    3 750

    4 050

    3 870

    3 750

    NIL

    34L

    3 555

    3 855

    3 675

    -

    Take-off from intersection at TWY P1*

    34L

    3 009

    3 309

    3 129

    -

    Take-off from intersection at TWY T*

    34L

    2 500

    2 800

    2 620

    -

    Take-off from intersection at TWY P2**

    34L

    2 200

    2 500

    2 320

    -

    Take-off from intersection at TWY P4**

    34L

    1 900

    2 200

    2 020

    -

    Take-off from intersection at TWY P5**

    34L

    1 600

    1 900

    1 720

    -

    Take-off from intersection at TWY P6**

    34L

    1 875

    2 175

    1 995

    -

    Take-off from intersection at TWY W**

    * Entry Point for Intersection departure.

    ** Entry Point for Intersection departure available only when cleared by ATC. Pilot shall hold on the parallel TWY unless cleared to enter RWY for intersection departure.

    Note: Intersection departure may be initated by pilot or ATC and aproved by ATC considering trafic and en-route separation. ATC may change departure sequency for the purposes of trafic flow management.

    RKSI AD 2.14   APPROACH AND RUNWAY LIGHTING

    RWY

    Designator

    APCH

    LGT

    type

    LEN

    INTST

    THR LGT

    Color

    WBAR

    VASIS

    (MEHT)

    PAPI

    TDZ LGT

    LEN

    RWY

    Center Line LGT

    LEN,

    Spacing,

    Color,

    INTST

    RWY edge

    LGT

    LEN, Spacing

    Color,

    INTST

    RWY End

    LGT

    Color

    WBAR

    SWY

    LGT

    LEN(m)

    Color

    1

    2

    3

    4

    5

    6

    7

    8

    9

    15R

    ALSF-II

    900 m

    LIH

    Green

    Green

    PAPI

    Left / 3°

    (64.64 ft)

    900 m

    3 750 m

    15 m

    white/Red

    LIH

    3 750 m

    60 m

    white/Yellow

    LIH

    Red

    -

    120 m

    Red

    33L

    ALSF-II

    900 m

    LIH

    Green

    Green

    PAPI

    Left / 3 °

    (64.64 ft)

    900 m

    3 750 m

    15 m

    white/Red

    LIH

    3 750 m

    60 m

    white/Yellow

    LIH

    Red

    -

    120 m

    Red

    15L

    ALSF-II

    900 m

    LIH

    Green

    Green

    PAPI

    Left / 3°

    (64.64 t)

    900 m

    3 750 m

    15 m

    white/Red

    LIH

    3 750 m

    60 m

    white/Yellow

    LIH

    Red

    -

    120 m

    Red

    33R

    ALSF-II

    900 m

    LIH

    Green

    Green

    PAPI

    Left / 3°

    (64.64 ft)

    900 m

    3 750 m

    15 m

    white/Red

    LIH

    3 750 m

    60 m

    white/Yellow

    LIH

    Red

    -

    120 m

    Red

    16L

    ALSF-II

    900 m

    LIH

    Green

    Green

    PAPI

    Left / 3°

    ( 67.14 ft)

    900 m

    4 000 m

    15 m

    white/Red

    LIH

    4 000 m

    60 m

    white/Yellow

    LIH

    Red

    -

    120 m

    Red

    34R

    ALSF-II

    900 m

    LIH

    Green

    Green

    PAPI

    Left / 3°

    (67.14 ft)

    900 m

    4 000 m

    15 m

    white/Red

    LIH

    4 000 m

    60 m

    white/Yellow

    LIH

    Red

    -

    120 m

    Red

    16R

    ALSF-II

    900 m

    LIH

    Green

    Green

    PAPI

    Left / 3°

    (67.14 ft)

    900 m

    3 750 m

    15 m

    white/Red

    LIH

    3 750 m

    60 m

    white/Yellow

    LIH

    Red

    -

    120 m

    Red

    34L

    ALSF-II

    900 m

    LIH

    Green

    Green

    PAPI

    Left / 3°

    (67.14 ft)

    900 m

    3 750 m

    15 m

    white/Red

    LIH

    3 750 m

    60 m

    white/Yellow

    LIH

    Red

    -

    120 m

    Red

    10. Remarks:

    Road holding position lights are installed at 15 road holding position places. Lights of Golf course are installed at 1.6 km (750 m width × 500 m length) away from end of RWY 15R.

    RKSI AD 2.15   OTHER LIGHTING, SECONDARY POWER SUPPLY

    1

    ABN/IBN location, characteristics and

    hours of operation

    ABN: At the top of main electrical substation,

    FLG W/G EV 2 SEC/IBN: NIL

    H24

    2

    LDI location and lighting

    Anemometer location and lighting

    NIL

    Anemometer : 300 m from THR 15L/33R, 15R/33L, 16L/34R, 16R/34L and Lighted.

    3

    TWY edge and center line lighting

    Edge : All TWY Curve area

    Centre line : All TWY

    4

    Secondary power supply/swithch-over time

    Secondary power supply to all lighting at AD.

    Switch-over time: 1 sec or 15 sec.

    5

    Remarks

    Medium intensity obstacle light(white) at TWR is being operated by day.

    RKSI AD 2.16   HELICOPTER LANDING AREA

    1

    Coordinates TLOF or THR of FATO

    Geoid undulation

    H : 372744.42N 1262854.15E

    2

    TLOF and/or FATO elevation m/ft

    H : 5.407 m (17.74 ft)

    3

    TLOF and FATO area dimesions,

    surface, strength and marking

    H : Rectangle 25.1 x 25.1 m, Concrete PCN 16/R/B/X/T, white edges and white letter H.

    4

    True BRG of FATO

    H : 145/325° GEO, 152/332° MAG

    Direction of TLOF zones : 145° GEO, 152° MAG

    325° GEO, 332° MAG

    5

    Declared distance available

    NIL

    6

    APP and FATO lighting

    NIL

    7

    Remarks

    Daytime only (VFR and special VFR condition)

    RKSI AD 2.17   ATS AIRSPACE

    1

    Designation and lateral limit

    Incheon CTR

    A circle, radius 5 NM centered at ARP.

    2

    Vertical limits

    SFC to 3 000 ft AGL

    3

    Airspace classification

    B

    4

    ATS unit call sign

    Languages

    Incheon Tower

    English / Korean

    5

    Transition altitude

    14 000 ft AMSL

    6

    Operational hours

    H24

    7

    Remarks

    NIL

    RKSI AD 2.18   ATS COMMUNICATION FACILITIES

    Service

    designation

    Call sign

    Frequency

    Hours of

    operation

    Remarks

    1

    2

    3

    4

    5

    TWR

    Incheon Tower

    118.2 MHz(E)

    118.8 MHz(W)

    118.275 MHz(BK-FREQ)

    231.8 MHz

    H24

    EAST(E): RWY 15L/R, 33L/R operation

    WEST(W): RWY 16L/R, 34L/R operation

    GND

    Incheon Ground

    121.75 MHz(E)

    121.7 MHz(W)

    121.875 MHz(BK-FREQ)

    121.925 MHz(BK-FREQ)

    226.9 MHz

    H24

    EAST(E): RWY 15L/R, 33L/R operation

    WEST(W): RWY 16L/R, 34L/R operation

    Apron

    Incheon Apron

    121.65 MHz

    121.8 MHz

    122.175 MHz

    122.225 MHz

    122.325 MHz

    123.325 MHz

    123.575 MHz

    123.675 MHz

    H24

    When de-icing, refer to RKSI AD 2-23 (De-icing operational procedures)

    DLVRY

    Incheon Delivery

    121.6 MHz(PRIMARY)

    121.875 MHz(BK-FREQ)

    269.2 MHz

    H24

    Digital PDC service available

    ATIS

    Incheon INTL Airport

    ARR : 128.4 MHz

    230.25 MHz

    DEP : 128.65 MHz

    344.2 MHz

    BK-FREQ : 128.2MHz

    H24

    1. Digital ATIS service available

    2. 128.2 MHz used when 128.4 MHz, 128.65 MHz are not available

    3. ATIS telephone service available. (Refer to RKSI AD 2-42 for detail)

    APP

    Seoul Approach

    119.75 MHz 119.1 MHz

    119.9 MHz 120.8 MHz

    121.35 MHz 119.05 MHz

    124.2 MHz 293.3 MHz

    305.7 MHz

    H24

    DEP

    Seoul Departure

    121.4 MHz

    124.8 MHz

    125.15 MHz

    353.2 MHz

    H24

    VFR

    123.8 MHz

    123.25 MHz

    363.8 MHz

    H24

    EMERG

    121.5 MHz

    243.0 MHz

    H24

    RKSI AD 2.19   RADIO NAVIGATION AND LANDING AIDS

    Type of aid, MAG VAR, Type of supported OPS

    ID

    Frequency

    Hours of operation

    Position of transmitting antenna coordinates

    Elevation of DME transmitting antenna

    Remarks

    1

    2

    3

    4

    5

    6

    7

    VOR / DME

    NCN

    113.80 MHz

    (CH85X)

    H24

    372941.7N

    1262549.2E

    30 m

    Coverage 25 NM from NCN VOR with the following restrictions :

    VOR/DME unusable :

    • RDL 041 clockwise RDL 080 beyond 15 NM due to RK P518

    • RDL 081 clockwise RDL 100 beyond 18 NM due to RK P518 & RK P73

    • RDL 290 clockwise RDL 300 beyond 19 NM due to RK P518

    • RDL 301 clockwise RDL 310 beyond 17 NM due to RK P518

    • RDL 311 clockwise RDL 320 beyond 15 NM due to RK P518

    • RDL 321 clockwise RDL 340 beyond 13 NM due to RK P518

    • RDL 341 clockwise RDL 040 beyond 12 NM due to RK P518

    DME unusable :

    • RDL 246 clockwise RDL 253 beyond 13 NM below 2 500 ft AMSL

    Scheduled Inspection time :

    Every 4th, 14th day (1400-1800UTC) of the month

    WNG

    112.900 MHz

    (CH 76X)

    H24

    372558.6N

    1262700.0E

    0 m

    Coverage 25 NM from WNG TVOR with the following restrictions :

    VOR/DME unusable :

    • RDL 036 clockwise RDL 090 beyond 17 NM due to RK P518 & RK P73

    • RDL 295 clockwise RDL 305 beyond 21 NM due to RK P518

    • RDL 306 clockwise RDL 310 beyond 19 NM due to RK P518

    • RDL 311 clockwise RDL 330 beyond 17 NM due to RK P518

    • RDL 331 clockwise RDL 035 beyond 13 NM due to RK P518

    DME unusable :

    • RDL 201 clockwise RDL 229 beyond 8 NM below 3 000 ft AMSL

    Scheduled Inspection time :

    Every 6th, 15th day

    (1400-1800UTC) of the month

    LOC 15R

    ILS CAT III

    ISRR

    109.10 MHz

    H24

    372707.4N

    1262746.0E

    LOC unusable : LOC unusable beyond 15NM from LOC due to RK P518

    GP : 3°

    DME 15R

    ISRR

    989 MHz

    (CH 28X)

    H24

    372848.7N

    1262621.9E

    0 m

    GP 15R

    -

    331.4 MHz

    H24

    372848.7N

    1262622.0E

    IM 15R

    -

    75 MHz

    H24

    372902.7N

    1262603.5E

    MM 15R

    -

    75 MHz

    H24

    372922.2N

    1262546.1E

    LOC 33L

    ILS CAT III

    INLL

    109.30 MHz

    H24

    372902.2N

    1262603.9E

    GP : 3°

    DME 33L

    INLL

    991 MHz

    (CH 30X)

    H24

    372725.4N

    1262735.9E

    0 m

    GP 33L

    -

    332.0 MHz

    H24

    372725.5N

    1262736.0E

    IM 33L

    -

    75 MHz

    H24

    372706.9N

    1262746.4E

    MM 33L

    -

    75 MHz

    H24

    372647.4N

    1262803.8E

    LOC 15L

    ILS CAT III

    ISLL

    111.90 MHz

    H24

    372715.1N

    1262759.7E

    LOC unusable :

    LOC unusable beyond 15NM from LOC due to RK P518

    GP : 3°

    DME 15L

    ISLL

    1 017MHz

    (CH 56X)

    H24

    372856.4N

    1262635.7E

    0 m

    GP 15L

    -

    331.1 MHz

    H24

    372856.5N

    1262635.7E

    IM 15L

    -

    75 MHz

    H24

    372910.4N

    1262617.2E

    MM 15L

    -

    75 MHz

    H24

    372930.0N

    1262559.8E

    LOC 33R

    ILS CAT III

    INRR

    108.90 MHz

    H24

    372910.0N

    1262617.6E

    GP : 3°

    DME 33R

    INRR

    987 MHz

    (CH 26X)

    H24

    372733.2N

    1262749.7E

    0 m

    GP 33R

    -

    329.3 MHz

    H24

    372733.2N

    1262749.8E

    IM 33R

    -

    75 MHz

    H24

    372714.7N

    1262800.2E

    MM 33R

    -

    75 MHz

    H24

    372655.2N

    1262817.5E

    LOC 16L

    (9° W/2020)

    ILS CAT III

    (9° W or 351°)

    IRKS

    110.35 MHz

    (CH 40Y)

    H24

    372628.5N

    1262637.1E

    LOC unusable : beyond 15NM from LOC due to RK P 518

    GP : 3°

    If unable to use "CH 40Y" FREQ., notify ATC ASAP

    DME 16L

    IRKS

    1 127MHz

    (CH 40Y)

    H24

    372811.4N

    1262459.7E

    0 m

    GP 16L

    -

    334.850 MHz

    H24

    372811.4N

    1262459.5E

    IM 16L

    -

    75 MHz

    H24

    372830.4N

    1262448.7E

    MM 16L

    -

    75 MHz

    H24

    372849.9N

    1262431.3E

    LOC 34R

    (9° W/2020)

    ILS CAT III

    (9° W or 351°)

    IRKN

    108.10 MHz

    H24

    372829.9N

    1262449.1E

    GP : 3°

    Caution advised when approaching Incheon AP ILS RWY 34R as follow :

    1. False course captures may occur when approaching Incheon AP ILS RWY 34R, in the vicinity of 4 DEG clockwise 12 DEG AZM FM the published localizer course.

    2. It is recommended for the pilot to :

    - Be aware of when the raw data indicates that the aircraft is approaching and establishing on the correct course ; and

    - Be aware that, should a false capture occur, it may be necessary to deselect and Re-Arm the approach mode in order to achieve a successful coupled approach on the correct localizer course

    DME 34R

    IRKN

    979 MHz

    (CH 18X)

    H24

    372642.5N

    1262618.8E

    0 m

    GP 34R

    -

    334.7 MHz

    H24

    372642.5N

    1262618.6E

    IM 34R

    -

    75 MHz

    H24

    372628.0N

    1262637.5E

    MM 34R

    -

    75 MHz

    H24

    372608.5N

    1262654.9E

    LOC 16R

    (9°W/2020)

    ILS CAT III

    (9°W or 351°)

    IRFS

    108.55 MHz

    H24

    372620.6N 1262623.4E

    LOC unusable : beyond 15NM from LOC due to RK P518 GP : 3°

    DME 16R

    IRFS

    1109MHz (CH 22Y)

    H24

    372757.0N 1262451.7E

    0 m

    GP 16R

    -

    329.75 MHz

    H24

    372756.9N 1262451.6E

    IM 16R

    -

    75 MHz

    H24

    372816.0N 1262440.7E

    MM 16R

    -

    75 MHz

    H24

    372835.4N 1262423.4E

    LOC 34L

    (9° W/2020)

    ILS CAT III

    (9° W or 351°)

    IRFN

    109.95 MHz

    H24

    372815.5N 1262441.1E

    GP : 3°

    DME 34L

    IRFN

    1123 MHz (CH 36Y)

    H24

    372634.7N 1262604.9E

    0 m

    GP 34L

    -

    333.65 MHz

    H24

    372634.6N 1262604.8E

    IM 34L

    -

    75 MHz

    H24

    372620.1N 1262623.8E

    MM 34L

    -

    75 MHz

    H24

    372600.7N 1262641.1E

    Scheduled Inspection time:

    ㅇ ILS

    - 15R/33L : Every 3 days from the 1st day of the month(1400-1800UTC) (for example May 1, 4, 7, 10... etc.)

    - 15L/33R : Every 3 days from the 2nd day of the month(1400-1800UTC) (for example May 2, 5, 8, 11... etc.)

    - 16 R /34 L and 16L/34R : Every 3 days from the 3rd day of the month(1400-1800UTC) (for example May 3, 6, 9, 12... etc.)

    ※ A 30 minutes prior request is required to use ILS .

    ㅇ RADAR(PSR, SSR, ARTS) : Every 1st , 2nd and 3rd THU (1500-1800UTC) of the month

    ㅇ ASDE : Every 1st and 3rd TUE (0100-0800UTC) of the month

    ※ The information of VORTAC SEL and SOT see ENR 4.1 for details

    RKSI AD 2.20   LOCAL AERODROME REGULATIONS test

    1   Airport regulations
    1.1  Pilots are strongly required to monitor VHF 121.5 MHz when flying within SEOUL TMA.
    1.2  Pilots shall exercise extreme caution to avoid penetrating Prohibited Area (P518, P73A/B, etc) or Special Use Airspace (ACMI, R17, etc), especially when flying north of R 270 and R 080 NCN around Incheon INTL Airport. (Refer to RKSI AD 2.19 Radio Navigation and landing Aids.)
    1.3  Pilots should always make sure that microphones are not stuck in the transmitting position before transmission in order to prevent frequency blockage (stuck mike) from impairing ATC.
    1.4  High Intensity Runway Operation(HIRO)

    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.

    1.4.1 

    Landing Procedures

    1. During HIRO in force, pilots are strongly requested to use the following preferred rapid exit taxiways and vacate the landing runway within 60 SEC of timeframe. Aircraft unable to comply with these procedures should notify ATC as early as possible.

    2. Pilots are encouraged to apply proper deceleration technique take into account the following distance information of rapid exit taxiway to avoid decelerating to taxi speed on midpoint of landing runway and minimize runway occupancy time.

      RWY

      Rapid Exit Taxiway

      Distance from Threshold

      15L

      C2

      7 381 ft / 2 250 m

      C1, D1

      8 418 ft / 2 566 m

      15R

      B3

      7 381 ft / 2 250 m

      B2

      8 418 ft / 2 566 m ft

      33L

      B5

      7 381 ft / 2 250 m

      B6

      8 418 ft / 2 566 m

      33R

      C4

      7 381 ft / 2 250 m

      C5, D6

      8 418 ft / 2 566 m

      16L

      N3

      6 725 ft / 2 050 m

      N2

      8 366 ft / 2 550 m

      34R

      N4

      6 725 ft / 2 050 m

      N5

      8 366 ft / 2 550 m

      16R

      P6

      5 249 ft / 1 600 m

      P5

      6 233 ft / 1 900 m

      P4

      7 218 ft / 2 200 m

      P2

      8 202 ft / 2 500 m

      34L

      P7

      5 249 ft / 1 600 m

      P8

      6 233 ft / 1 900 m

      P10

      7 218 ft / 2 200 m

      P11

      8 202 ft / 2 500 m

      Note 1 : Preferred rapid exit taxiways are in bold and underlined

      Note 2 : The design speed of all RET is 50 kt.

    3. After landing, aircraft are not to stop on rapid exit taxiway to awaiting instructions from ATC but should continue taxi via the following taxi procedures, unless otherwise instructed by ATC.

      RWY

      Preferred RET

      Standard Taxi Procedures

      15L

      C2

      During HIRO in force, all landing aircraft(except cargo flight) should continue taxi to TWY J then hold short of RWY 15R on TWY J. Remain on the TWR FREQ.

      (refer SMGCS - Arrival Taxi Route Chart)

      15R

      B3

      During HIRO in force, all landing aircraft(except cargo flight) should continue taxi via TWY B to appropriate Transfer of Control Point(TCP) of parking gate/stand. Remain on the TWR FREQ.(refer SMGCS - Arrival Taxi Route Chart)

      33L

      B5

      During HIRO in force, all landing aircraft(except cargo flight) should continue taxi via TWY B to appropriate Transfer of Control Point(TCP) of parking gate/stand. (refer SMGCS - Arrival Taxi Route Chart)

      33R

      C4

      During HIRO in force, all landing aircraft(except cargo flight) should continue taxi to TWY K then hold short of RWY 33L on TWY K. Remain on the TWR FREQ. (refer SMGCS - Arrival Taxi Route Chart)

      16L

      N3

      During HIRO in force, all landing aircraft should continue taxi via TWY N to appropriate Transfer of Control Point(TCP) of parking gate/stand. (refer SMGCS - Arrival Taxi Route Chart)

      34R

      N4

      During HIRO in force, all landing aircraft should continue taxi via TWY N to appropriate Transfer of Control Point(TCP) of parking gate/stand. (refer SMGCS - Arrival Taxi Route Chart)

      16R

      P6

      During HIRO in force, all landing aircraft should continue taxi to TWY T then hold short of RWY 16L on TWY T. Remain on the TWR FREQ. (refer SMGCS - Arrival Taxi Route Chart)

      34L

      P7

      During HIRO in force, all landing aircraft should continue taxi to TWY U then hold short of RWY 34R on TWY U. Remain on the TWR FREQ. (refer SMGCS - Arrival Taxi Route Chart)

    1.4.2 

    Departure Procedures

    1. Pilots are strongly encouraged to check the availability of intersection departure before start-up. Declared distance for intersection departure are detailed in AD 2.13 DECLARED DISTANCES. For the purpose of performance calculations the standard intersection departure points are:

      • RWY 15R - B7 / K

      • RWY 33L - B1 / J

      • RWY 16L - N7 / V / U

      • RWY 34R - N1 / T

    2. Intersection departures may be initiated by ATC to expedite traffic flow. Pilots must advise ATC if they are not able to comply with this request to prevent additional delay or sequence change.

    3. ATC will consider all aircrafts at the RWY holding point as able to commence line-up and take-off roll immediately on receiving clearance from ATC, unless otherwise instructed. Pilots should note that ATC expects pre-departure cockpit checks to be completed prior to entering the runway and take-off checks that must be made on the runway are kept to the minimum required. Pilots not ready when reaching the RWY holding point shall advise ATC as early as possible before reaching to RWY holding point.

    4. When line-up or take-off clearance is issued, ATC will expect and has planned on seeing movement within 10 seconds.

    5. Normally ATC will apply ICAO wake vortex separation minima between successive departures. If more separation than prescribed minima is required, pilot shall notify ATC before entering the RWY.

    1.4.3 

    Departure Sequence

    1. Departures will normally be cleared in the order in which they are ready for take-off(First Come, First Served), however deviations may be made from this principle to facilitate the maximum number of departures with the least average delay considering following factors:

      1. Types of aircraft and their relative performance;

      2. Routes to be followed after take-off

      3. Any specified minimum departure interval between take-off

      4. Need to apply wake turbulence separation minima;

      5. Aircraft which should be afforded priority; and

      6. Aircraft subject to ATFM requirements

    2. For aircraft subject to ATFM requirements, it is the responsibility of the pilot and the operator to ensure that the aircraft is ready to taxi in time to meet any required departure time, bearing in mind that once a departure sequence is established on the taxiway system, it can be difficult, and sometimes impossible, to change the order.

    1.5  Preferential RWY System

    The runway 33L/R or 34L/R 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.

    1.6  Inbound Cargo aircrafts to Incheon Airport are required to advise Seoul Approach which to be Cargo.
    1.7  Runway operation information

    Time(UTC)

    Departure

    Arrival

    0000~2359

    15R/33L, 16L/34R

    15L/33R, 16R/34L

    ※ The above times and runways in use may be changed if necessary due to ATC purposes, scheduled preventive maintenance time, 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.

    2   Apron control services

    Incheon Apron issues Push-back or Taxi instructions, approval, and/or necessary information to aircraft, vehicles and personnel within Apron areas(Apron 1, 2, 3, 4, cargo Apron 1, 2 and maintenance Apron) and deicing pads.

    2.1  Transponder

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

    3   Ground Movement
    3.1  A irport Collaborative Decision Making(A-CDM)
    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 and mobile web; or

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

      6. TOBT information is available through the following channels:

        1. A-CDM portal and mobile web; 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 and mobile web; 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 through any channels, pilot shall contact INCHEON DELIVERY for ATC clearance via voice RTF from EOBT -10 minutes or via Data-link Departure Clearance Service(DCL) from EOBT -15 minutes.

    3.2  Procedures for start-up and 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. ATC clearance can be requested via voice RTF from TOBT ?10 minutes to +5 minutes or via Data-link Departure Clearance Service(DCL) from TOBT ?15 minutes to +5 minutes.

    4. ATC 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 designated deicing pads shall follow the instructions of Incheon Apron. Deicing pads are self-maneuvering stands (i.e. taxi out with no push-back). In case of M North zone assigned not for deicing, aircraft shall be pushed back for departure.

    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.

    Aircraft Stands

    Pushback Procedures

    Phraseology

    Apron 1

    1 and 2

    The aircraft shall be pushed back to face north along blue line until its nosewheel is at spot 1.

    Pushback approved to red 1

    3

    The aircraft shall be pushed back onto taxilane R1 to face north.

    Pushback approved to face north

    The aircraft shall be pushed back to face north along blue line until its nosewheel is at spot 1.

    Pushback approved to red 1

    6

    The aircraft shall be pushed back onto taxilane R1 to face north.

    Pushback approved to face north

    The aircraft shall be pushed back to face south along taxilane R1 until the specific gate position.

    Pushback approved to face south abeam gate(number)

    7

    The aircraft shall be pushed back onto taxilane R1 to face north.

    Pushback approved to face north

    The aircraft shall be pushed back to face south along taxilane R1 until the specific gate position.

    Pushback approved to face south abeam gate(number)

    The aircraft shall be pushed back onto the stand 825 on taxilane R5 to face south.

    Pushback approved to stand 825

    8

    The aircraft shall be pushed back onto taxilane R1 to face south

    Pushback approved to face north

    The aircraft shall be pushed back to face north along taxilane R1 until the specific gate position.

    Pushback approved to face south abeam gate(number)

    The aircraft shall be pushed back onto the stand 825 on taxilane R5 to face south.

    Pushback approved to stand 825

    9

    The aircraft shall be pushed back to face south along blue line until its nosewheel is at R1

    Pushback approved to face south

    The aircraft shall be pushed back onto taxilane R1 to face north.

    Pushback approved to face north

    The aircraft shall be pushed back onto the stand 825 on taxilane R5 to face south.

    Pushback approved to stand 825

    10, 11 and 12

    The aircraft shall be pushed back onto taxilane R1 to face south

    Pushback approved to face south

    The aircraft shall be pushed back onto taxilane R1 to face north.

    Pushback approved to face north

    14

    The aircraft shall be pushed back onto taxilane R1 to face south.

    Pushback approved to face south

    The aircraft shall be pushed back onto taxilane R1 to face north until gate 10 to minimize jet blast effect.

    Pushback approved to face north

    The aircraft shall be pushed back onto the spot 53R on A6 to face west.

    Pushback approved to spot 53Romeo

    15

    The aircraft shall be pushed back to face north along blue line until its nosewheel is at R1.

    Pushback approved to face north

    The aircraft shall be pushed back onto taxilane R1 to face south.

    Pushback approved to face south

    The aircraft shall be pushed back onto the spot 53R on A6 to face west.

    Pushback approved to spot 53Romeo

    16

    The aircraft shall be pushed back onto taxilane R1 to face north.

    Pushback approved to face north

    The aircraft shall be pushed back onto taxilane R1 to face south.

    Pushback approved to face south

    The aircraft shall be pushed back onto the spot 53R on A6 to face west.

    Pushback approved to spot 53Romeo

    17

    The aircraft shall be pushed back onto taxilane R1 to face north.

    Pushback approved to face north

    The aircraft shall be pushed back onto taxilane R7 to face east.

    Pushback approved to face east on R7

    The aircraft shall be pushed back onto the spot 53R on A6 to face west.

    Pushback approved to spot 53Romeo

    18

    The aircraft shall be pushed back onto taxilane R7 to face east.

    Pushback approved to face east

    The aircraft shall be pushed back onto taxilane R7 to face west.

    Pushback approved to face west

    The aircraft shall be pushed back to face north along taxilane R1 until the specific gate position.

    Pushback approved to face north on R1 abeam gate (number)

    19

    The aircraft shall be pushed back onto taxilane R7 to face east.

    Pushback approved to face east

    The aircraft shall be pushed back onto taxilane R7 to face west.

    Pushback approved to face west

    The aircraft shall be pushed back to face north along taxilane R1 until the specific gate position.

    Pushback approved to face north on R1 abeam gate (number)

    The aircraft shall be pushed back to face north along taxilane R2 until its nosewheel is at spot 2.

    Pushback approved to red 2

    20

    The aircraft shall be pushed back onto taxilane R7 to face east.

    Pushback approved to face east

    The aircraft shall be pushed back onto taxilane R7 to face west.

    Pushback approved to face west

    The aircraft shall be pushed back to face north along taxilane R2 until its nosewheel is at spot 2.

    Pushback approved to red 2

    21

    The aircraft shall be pushed back to face north along blue line until its nosewheel is at R2.

    Pushback approved to blue

    The aircraft shall be pushed back to face north until its body is on taxilane R2.

    Pushback approved to face north

    The aircraft shall be pushed back onto taxilane R7 to face east.

    Pushback approved to face east on R7

    The aircraft shall be pushed back onto taxilane R7 to face west.

    Pushback approved to face west on R7

    22

    The aircraft shall be pushed back to face north along blue line until its nosewheel is at R2.

    Pushback approved to blue

    The aircraft shall be pushed back to face north and then towed forward until its nosewheel is at spot 2.

    Pushback approved to red 2

    23, 24 and 26

    The aircraft shall be pushed back to face north and then towed forward until its nosewheel is at spot 2.

    Pushback approved to red 2

    The aircraft shall be pushed back to face south along blue line until its nosewheel is at spot 3.

    Pushback approved to red 3

    The aircraft shall be pushed back to face south along taxilane R2 until the specific gate number.

    Pushback approved to face south on R2 [abeam gate (number)]

    27

    The aircraft shall be pushed back to face north and then towed forward until its nosewheel is at spot 2.

    Pushback approved to red 2

    The aircraft shall be pushed back to face south along blue line until its nosewheel is at spot 3.

    Pushback approved to red 3

    The aircraft shall be pushed back to face north and then towed forward until its nosewheel is at spot 4.

    Pushback approved to red 4

    The aircraft shall be pushed back to face south along taxilane R2 until the specific gate number.

    Pushback approved to face south on R2 [abeam gate (number)]

    The aircraft shall be pushed back to face south along taxilane R3 until the specific gate number.

    Pushback approved to face south on R3 [abeam gate (number)]

    28, 30 and 31

    The aircraft shall be pushed back to face south along blue line until its nosewheel is at spot 3.

    Pushback approved to red 3

    The aircraft shall be pushed back to face north and then towed forward until its nosewheel is at spot 4.

    Pushback approved to red 4

    The aircraft shall be pushed back to face south along taxilane R3 until the specific gate number.

    Pushback approved to face south on R3 [abeam gate (number)]

    32

    The aircraft shall be pushed back to face north along blue line until its nosewheel is at R3.

    Pushback approved to blue

    The aircraft shall be pushed back to face north and then towed forward until its nosewheel is at spot 4.

    Pushback approved to red 4

    33

    The aircraft shall be pushed back to face north along blue line until its nosewheel is at R3.

    Pushback approved to blue

    The aircraft shall be pushed back to face north until its body is on taxilane R3.

    Pushback approved to face north

    The aircraft shall be pushed back onto taxilane R7 to face east.

    Pushback approved to face east on R7

    The aircraft shall be pushed back onto taxilane R7 to face west.

    Pushback approved to face west on R7

    34

    The aircraft shall be pushed back onto taxilane R7 to face east.

    Pushback approved to face east

    The aircraft shall be pushed back onto taxilane R7 to face west.

    Pushback approved to face west

    The aircraft shall be pushed back to face north along taxilane R3 until its nosewheel is at spot 4.

    Pushback approved to red 4

    35

    The aircraft shall be pushed back onto taxilane R7 to face east.

    Pushback approved to face east

    The aircraft shall be pushed back onto taxilane R7 to face west.

    Pushback approved to face west

    The aircraft shall be pushed back to face north along taxilane R3 until its nosewheel is at spot 4.

    Pushback approved to red 4

    The aircraft shall be pushed back to face north along taxilane R4 until the specific gate position.

    Pushback approved to face north on R4 abeam gate (number)

    36

    The aircraft shall be pushed back onto taxilane R7 to face east.

    Pushback approved to face east

    The aircraft shall be pushed back onto taxilane R7 to face west.

    Pushback approved to face west

    The aircraft shall be pushed back to face north along taxilane R4 until the specific gate position.

    Pushback approved to face north on R4 abeam gate (number)

    37

    The aircraft shall be pushed back onto taxilane R4 to face north.

    Pushback approved to face north

    The aircraft shall be pushed back onto taxilane R7 to face west.

    Pushback approved to face west on R7

    The aircraft shall be pushed back onto taxilane R6 to face north.

    Pushback approved to face north on R6

    38

    The aircraft shall be pushed back onto taxilane R4 to face south.

    Pushback approved to face south

    The aircraft shall be pushed back onto taxilane R4 to face north.

    Pushback approved to face north

    39

    The aircraft shall be pushed back onto taxilane R4 to face south.

    Pushback approved to face south

    The aircraft shall be pushed back to face north along blue line until its nosewheel is at R4.

    Pushback approved to face north

    40, 41, 42 and 43

    The aircraft shall be pushed back onto taxilane R4 to face south.

    Pushback approved to face south

    The aircraft shall be pushed back onto taxilane R4 to face north. The aircraft of gate 40 shall be pushed back to face north until gate 43 to minimize jet blast effect.

    Pushback approved to face north

    45

    The aircraft shall be pushed back to face south along blue line until its nosewheel is at R4.

    Pushback approved to face south

    The aircraft shall be pushed back onto taxilane R4 to face north.

    Pushback approved to face north

    The aircraft shall be pushed back onto taxilane R6 to face south.

    Pushback approved to face south on R6

    46

    The aircraft shall be pushed back onto taxilane R4 to face south.

    Pushback approved to face south

    The aircraft shall be pushed back onto taxilane R4 to face north.

    Pushback approved to face north

    The aircraft shall be pushed back onto taxilane R6 to face south.

    Pushback approved to face south on R6

    47 and 48

    The aircraft shall be pushed back onto taxilane R4 to face north.

    Pushback approved to face north

    The aircraft shall be pushed back to face south along taxilane R4 until the specific gate position.

    Pushback approved to face south abeam gate (number)

    The aircraft shall be pushed back to face south along taxilane R6.

    Pushback approved to face south on R6

    49

    The aircraft shall be pushed back onto taxilane R4 to face north.

    Pushback approved to face north

    The aircraft shall be pushed back along blue line until its nosewheel is at spot 5.

    Pushback approved to red 5

    50

    The aircraft shall be pushed back along blue line until its nosewheel is at spot 5.

    Pushback approved to red 5

    103

    The aircraft shall be pushed back onto taxilane AS to face east.

    Pushback approved to face east

    The aircraft shall be pushed back onto taxilane R1 to face south

    Pushback approved to face south on R1

    105, 107, 109, 111, 113, 115, 117, 119, 121, 123, 125, 127 and 129

    The aircraft shall be pushed back onto taxilane AS to face east.

    Pushback approved to face east

    The aircraft shall be pushed back onto taxilane AS to face west.

    Pushback approved to face west

    131

    The aircraft shall be pushed back onto taxilane R4 to face south.

    Pushback approved to face south

    The aircraft shall be pushed back onto taxilane AS to face west.

    Pushback approved to face west

    132

    The aircraft shall be pushed back onto taxilane R4 to face south.

    Pushback approved to face south

    Apron 2

    101

    The aircraft shall be pushed back onto taxilane R1 to face north.

    Pushback approved to face north

    102

    The aircraft shall be pushed back onto taxilane R1 to face north.

    Pushback approved to face north

    The aircraft shall be pushed back onto taxilane AN to face east.

    Pushback approved to face east.

    104, 106, 108, 110, 112, 114, 118, 122, 124, 126, 128

    The aircraft shall be pushed back onto taxilane AN to face east.

    Pushback approved to face east

    The aircraft shall be pushed back onto taxilane AN to face west.

    Pushback approved to face west

    130

    The aircraft shall be pushed back onto taxilane AN to face west.

    Pushback approved to face west

    The aircraft shall be pushed back onto taxilane R4 to face north.

    Pushback approved to face north on R4

    106, 110, 112, 122 and 126 (Code ‘F’ aircraft except B748)

    The aircraft of Code 'F' except B748 shall be pushed back onto taxilane R9 to face east.

    Pushback approved to face east on R9

    The aircraft of Code 'F' except B748 shall be pushed back onto taxilane R9 to face west.

    Pushback approved to face west on R9

    302 to 314

    The aircraft shall be pushed back onto taxilane R10 to face east.

    Pushback approved to face east

    The aircraft shall be pushed back onto taxilane R10 to face west.

    Pushback approved to face west

    301

    Pilot shall request start engine then taxi on stand except following aircraft : A320 series, B737 series and A220 series.

    -

    The aircraft shall be pushed back onto taxilane R10 to face east.

    Pushback approved to face east

    315

    Pilot shall request start engine then taxi on stand except following aircraft : A320 series, B737 series and A220 series

    -

    The aircraft shall be pushed back onto taxilane R10 to face west.

    Pushback approved to face west

    Apron 3

    231 to 236

    (231R/L, 232R/L)

    The aircraft shall be pushed back onto taxilane R4 to face south

    Pushback approved to face south

    The aircraft shall be pushed back onto taxilane R4 to face north

    Pushback approved to face north

    236R

    The aircraft shall be pushed back onto taxilane R4 to face south

    Pushback approved to face south

    The aircraft shall be pushed back onto taxilane R12 to face west

    Pushback approved to face west

    237

    The aircraft shall be pushed back onto taxilane R4 to face south

    Pushback approved to face south

    The aircraft shall be pushed back to face north along blue line until its nosewheel is at R12

    Pushback approved to blue

    The aircraft shall be pushed back onto taxilane R12 to face west

    Pushback approved to face west

    238, 239

    The aircraft shall be pushed back to face north along blue line until its nosewheel is at R12

    Pushback approved to blue

    The aircraft shall be pushed back onto taxilane R12 to face east

    Pushback approved to face east

    The aircraft shall be pushed back onto taxilane R12 to face west

    Pushback approved to face west

    The aircraft shall be pushed back onto taxilane R4 to face south

    Pushback approved to face south

    The aircraft shall be pushed back to face south until its nosewheel is at spot 31 (or 32)

    Pushback approved to red 31(32)

    239R

    The aircraft shall be pushed back onto taxilane R12 to face east

    Pushback approved to face east

    The aircraft shall be pushed back onto taxilane R12 to face west

    Pushback approved to face west

    The aircraft shall be pushed back to face south until its nosewheel is at spot 31 (or 32)

    Pushback approved to red 31(32)

    240

    The aircraft shall be pushed back to face north along blue line until its nosewheel is at R12

    Pushback approved to blue

    The aircraft shall be pushed back to face south until its nosewheel is at spot 31 (or 32)

    Pushback approved to red 31(32)

    The aircraft shall be pushed back onto taxilane R12 to face east

    Pushback approved to face east

    241

    The aircraft shall be pushed back to face south until its nosewheel is at spot 32

    Pushback approved to red 32

    The aircraft shall be pushed back to face south and then towed forward until its nosewheel is at spot 31

    Pushback approved to red 31

    The aircraft shall be pushed back to face south until its body is on taxilane RC

    Pushback approved to face south

    The aircraft shall be pushed back onto the stand 816 (or 817) to face west

    Pushback approved to stand 816(817)

    The aircraft shall be pushed back onto taxilane R12 to face east

    Pushback approved to face east on R12

    The aircraft shall be pushed back onto taxilane R12 to face west

    Pushback approved to face west on R12

    242

    The aircraft shall be pushed back to face south and then towed forward until its nosewheel is at spot 31 (or 32)

    Pushback approved to red 31(32)

    The aircraft shall be pushed back to face west until its nosewheel is at spot 33

    Pushback approved to red 33

    The aircraft shall be pushed back onto the stand 817 (or 816) to face west

    Pushback approved to stand 817(816)

    The aircraft shall be pushed back onto taxilane RC to face north

    Pushback approved to face north R12

    243 to 245

    The aircraft shall be pushed back to face south and then towed forward until its nosewheel is at spot 32 (or 31)

    Pushback approved to red 32(31)

    The aircraft shall be pushed back to face west until its nosewheel is at spot 33 (or 34)

    Pushback approved to red 33(34)

    The aircraft shall be pushed back onto taxilane RC to face north

    Pushback approved to face north

    The aircraft shall be pushed back onto the stand 817 to face west

    Pushback approved to stand 817

    246

    The aircraft shall be pushed back to face south and then towed forward until its nosewheel is at spot 32 (or 31)

    Pushback approved to red 32(31)

    The aircraft shall be pushed back to face west until its nosewheel is at spot 33 (or 34)

    Pushback approved to red 33(34)

    The aircraft shall be pushed back onto taxilane RC to face north

    Pushback approved to face north

    247

    The aircraft shall be pushed back onto taxilane RC (or RF) to
    face west

    Pushback approved to face west
    (face west on RF)

    The aircraft shall be pushed back to face south and then towed forward until its nosewheel is at spot 32 (or 31)

    Pushback approved to red 32(31)

    The aircraft shall be pushed back to face west until its nosewheel is at spot 33 (or 34)

    Pushback approved to red 33(34)

    The aircraft shall be pushed back onto taxilane RC (or RB) to
    face north

    Pushback approved to face north
    (face north on RB)

    The aircraft shall be pushed back to face north and then towed forward until its nosewheel is at spot 39

    Pushback approved to red 39

    248, 249

    The aircraft shall be pushed back onto taxilane RC (or RF) to
    face west

    Pushback approved to face west
    (face west on RF)

    The aircraft shall be pushed back to face west until its nosewheel is at spot 33 (or 34)

    Pushback approved to red 33(34)

    The aircraft shall be pushed back onto taxilane RC (or RB) to
    face north

    Pushback approved to face north
    (face north on RB)

    The aircraft shall be pushed back to face north and then towed forward until its nosewheel is at spot 39

    Pushback approved to red 39

    250

    The aircraft shall be pushed back onto taxilane RC (or RF) to face
    east

    Pushback approved to face east (face
    east on RF)

    The aircraft shall be pushed back onto taxilane R A (or RF) to face
    west

    Pushback approved to face west (face
    west on RF)

    The aircraft shall be pushed back to face west and then towed forward until its nosewheel is at spot 34

    Pushback approved to red 34

    The aircraft shall be pushed back to face east and then towed forward until its nosewheel is at spot 35

    Pushback approved to red 35

    The aircraft shall be pushed back onto taxilane RB to face north

    Pushback approved to face north

    The aircraft shall be pushed back to face north and then towed forward until its nosewheel is at spot 39

    Pushback approved to red 39

    251 , 252

    The aircraft shall be pushed back onto taxilane RA (or RF) to face
    east

    Pushback approved to face east (face
    east on RF)

    The aircraft shall be pushed back to face east and then towed forward until its nosewheel is at spot 35 (or 36)

    Pushback approved to red 35(36)

    The aircraft shall be pushed back onto taxilane RA (or RB) to face
    north

    Pushback approved to face north
    (face north on RB)

    The aircraft shall be pushed back to face north and then towed forward until its nosewheel is at spot 39

    Pushback approved to red 39

    253

    The aircraft shall be pushed back onto taxilane RA (or RF) to face
    east

    Pushback approved to face east (face
    east on RF)

    The aircraft shall be pushed back to face east until its nosewheel is at spot 35 (or 36)

    Pushback approved to red 35(36)

    The aircraft shall be pushed back to face south and then towed forward until its nosewheel is at spot 37(or 38)

    Pushback approved to red 37(38)

    The aircraft shall be pushed back onto taxilane RA (or RB) to face north

    Pushback approved to face north (face north on RB)

    The aircraft shall be pushed back to face north and then towed forward until its nosewheel is at spot 39

    Pushback approved to red 39

    254

    The aircraft shall be pushed back to face east until its nosewheel is at spot 35 (or 36)

    Pushback approved to red 35(36)

    The aircraft shall be pushed back to face south and then towed forward until its nosewheel is at spot 37(or 38)

    Pushback approved to red 37(38)

    The aircraft shall be pushed back onto taxilane RA to face north

    Pushback approved to face north

    255

    The aircraft shall be pushed back to face east until its nosewheel is at spot 35 (or 36)

    Pushback approved to red 35(36)

    The aircraft shall be pushed back to face south and then towed forward until its nosewheel is at spot 37(or 38)

    Pushback approved to red 37(38)

    The aircraft shall be pushed back onto taxilane RA to face north

    Pushback approved to face north

    The aircraft shall be pushed back onto the stand 815 to face east

    Pushback approved to stand 815

    256

    The aircraft shall be pushed back to face east until its nosewheel is at spot 36

    Pushback approved to red 36

    The aircraft shall be pushed back to face south and then towed forward until its nosewheel is at spot 37 (or 38)

    Pushback approved to red 37(38)

    The aircraft shall be pushed back onto the stand 815 (or 814) to face east

    Pushback approved to stand 815(814)

    The aircraft shall be pushed back onto taxilane RA to face north

    Pushback approved to face north

    257

    The aircraft shall be pushed back to face south until its nosewheel is at spot 37

    Pushback approved to red 37

    The aircraft shall be pushed back to face south and then towed forward until its nosewheel is at spot 38

    Pushback approved to red 38

    The aircraft shall be pushed back to face south until its body is on taxilane RA

    Pushback approved to face south

    The aircraft shall be pushed back onto the stand 814 (or 815) to face west

    Pushback approved to stand 814(815)

    The aircraft shall be pushed back onto taxilane R12 to face east

    Pushback approved to face east on R12

    The aircraft shall be pushed back onto taxilane R12 to face west

    Pushback approved to face west on R12

    258

    The aircraft shall be pushed back to face north along blue line until its nosewheel is at R12

    Pushback approved to blue

    The aircraft shall be pushed back to face south until its nosewheel is at spot 38 (or 37)

    Pushback approved to red 38(37)

    The aircraft shall be pushed back onto taxilane R12 to face west

    Pushback approved to face west

    258R

    The aircraft shall be pushed back onto taxilane R12 to face east

    Pushback approved to face east

    The aircraft shall be pushed back onto taxilane R12 to face west

    Pushback approved to face west

    The aircraft shall be pushed back to face south until its nosewheel is at spot 38 (or 37)

    Pushback approved to red 38(37)

    259, 260

    The aircraft shall be pushed back to face north along blue line until its nosewheel is at R12

    Pushback approved to blue

    The aircraft shall be pushed back onto taxilane R12 to face east

    Pushback approved to face east

    The aircraft shall be pushed back onto taxilane R12 to face west

    Pushback approved to face west

    The aircraft shall be pushed back to face south until its nosewheel is at spot 38 (or 37)

    Pushback approved to red 38(37)

    The aircraft shall be pushed back onto taxilane R1 to face south

    Pushback approved to face south

    261

    The aircraft shall be pushed back to face north along blue line until its nosewheel is at R12

    Pushback approved to blue

    The aircraft shall be pushed back onto taxilane R12 to face east

    Pushback approved to face east

    The aircraft shall be pushed back onto taxilane R1 to face south

    Pushback approved to face south

    261R

    The aircraft shall be pushed back onto taxilane R1 to face south

    Pushback approved to face south

    The aircraft shall be pushed back onto taxilane R12 to face east

    Pushback approved to face east

    262 to 268

    (266R/L ~ 268R/L),

    The aircraft shall be pushed back onto taxilane R1 to face south

    Pushback approved to face south

    The aircraft shall be pushed back onto taxilane R1 to face north

    Pushback approved to face north

    322 to 335

    The aircraft shall be pushed back onto taxilane R11 to face east

    Pushback approved to face east

    The aircraft shall be pushed back onto taxilane R11 to face west

    Pushback approved to face west

    321

    Pilot shall request start engine then taxi on stand except following aircraft : A320 series, B737 series and A220 series.

    -

    The aircraft shall be pushed back onto taxilane R11 to face east.

    Pushback approved to face east

    336

    Pilot shall request start engine then taxi on stand except following aircraft : A320 series, B737 series and A220 series.

    -

    The aircraft shall be pushed back onto taxilane R11 to face west.

    Pushback approved to face west

    341 to 347,

    351 to 357

    The aircraft shall be pushed back onto taxilane R1 to face south

    Pushback approved to face south

    The aircraft shall be pushed back onto taxilane R1 to face north

    Pushback approved to face north

    Apron 4

    541 to 546

    The aircraft shall be pushed back onto taxilane R4 to face south.

    Pushback approved to face south

    The aircraft shall be pushed back onto taxilane R4 to face north.

    Pushback approved to face north

    551 to 554, 557

    The aircraft shall be pushed back onto taxilane R4 to face south

    Pushback approved to face south

    The aircraft shall be pushed back onto taxilane R4 to face north.

    Pushback approved to face north

    Pilot shall taxi on stand when assigned for deicing.

    -

    Cargo Apron 1

    601 to 614 , 621 to 634

    The aircraft shall be pushed back onto taxilane D2 or D3 to face west.

    Pushback approved

    615 to 616

    The aircraft shall be pushed back to face west and then towed forward until its nosewheel is at spot 12.

    Pushback approved to red 12

    635 to 636

    The aircraft shall be pushed back to face west and then towed foward until its nosewheel is at spot 11.

    Pushback approved to red 11

    Cargo Apron 2

    641 to 652

    (652R/L)

    The aircraft shall be pushed back onto taxilane D4 to face west.

    Pushback approved

    653 to 655

    The aircraft shall be pushed back to face west and then towed forward until its nosewheel is at spot 10.

    Pushback approved to red 10

    3.3 
    Standard Taxi Procedure for Cargo flight

    3.3.1 Standard Taxi Route(STR) for Departures

    Name

    Taxi Route Details

    Remarks

    CARGO TRANSITION 15R

    CGO APRON → Turn Right on D → Turn Left onto K → Hold At Holding Point RWY 15L on TWY K → Turn Right on C → Turn Left on L → Hold At Holding Point RWY 15R

    Route for RWY 15R Departure

    CARGO TRANSITION 16

    CGO APRON → Turn Right on D → Turn Left onto K → Hold At Holding Point RWY 15L on TWY K → Turn Right onto A16 → Turn Right on A → Turn Left onto R17 → R17 →Turn Right on M → M19 → Hold At Holding Point RWY 16

    Route for RWY 16 Departure

    CARGO TRANSITION 33L

    CGO APRON → Turn Left on D → Turn Right onto J → Hold At Holding Point RWY 33R on TWY J → Turn Left on C → Turn Right on G → Hold At Holding Point RWY 33L

    Route for RWY 33L Departure

    CARGO TRANSITION 34

    CGO APRON → Turn Left on D → Turn Right onto J → Hold At Holding Point RWY 33R on TWY J → Turn Right onto A8 → R8 → Turn Left on M → M5 → Hold At Holding Point RWY 34

    Route for RWY 34 Departure

    3.3.2 Standard Taxi Route for Arrivals

    Name

    Taxi Route Details

    Remarks

    CARGO TRANSITION NORTH

    Exit onto N → Turn Left on N → Turn Right onto M11 → R11 → Turn Left on A → Turn Right onto A15 → K → Hold At Holding Point RWY 15R on TWY K → Turn Right on D → CGO APRON

    Route for RWY 16 Arrival

    CARGO TRANSITION SOUTH

    Exit onto N → Turn Right on N → Turn Left onto M11 → R11 → Turn Right on A → Turn Left onto A8 → J → Hold at Holding Point RWY 33L on J → Turn Left on D → CGO APRON

    Route for RWY 34 Arrival

    1. All cargo flight crews are strongly advised to plan their taxi route based on standard taxi route before taxi or landing.

    2. For cargo departure flight, ‘Standard Taxi Route’ will be issued in advance with ATC clearance.

    3. In order to prevent taxiway incursion caused by flight crew’s confusion, ‘Standard Taxi Route’ and ‘Follow The Greens‘ will be used as taxi instruction to cargo departure flights. And taxiway centerline lights will be operated based on standard taxi route.

    4. If for any reason, flight crew unable to comply or understand the standard taxi route instructions, timely request should be made for alternate taxi instruction.

    5. The following ATC phraseology will be used when issue standard taxi route instructions.

      - (Call sign), TAXI VIA (STR NAME), FOLLOW THE GREENS, HOLD SHORT OF (RWY).

    3.4 

    Departure routes and Transfer of control points(TCP)

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

    Apron

    Apron FREQ

    Route

    TCP

    Gate/Stand

    Apron 1

    121.65 Mhz

    R1 - A4

    R1 - R7

    R1 - R8

    4 E

    7 E

    8 W

    1 to 17

    R7

    R8

    7 E

    8 W

    18 to 36

    R4 - M5

    R4(R6) - R7

    R4(R6) - R8

    5 W

    7 E

    8 W

    37 to 50

    R7

    R8

    7 E

    8 W

    103,105,107,109,111,113,

    115,117,119,121,123,125,

    127,129,131,132

    Apron 2

    121.8 Mhz

    R9

    R10

    9 E

    10 W

    101,102,104,106,108,110,

    112,114,118,122,124,126,

    128,130

    301 to 315

    Apron 3

    122.175 MHz

    R1 - R11

    R1 - R12

    R1 - A13(A16)

    11 E

    12W

    1 3 E(1 6 E)

    262 to 2 68

    R1 - A13(A16)

    R1 - R12

    1 3 E(1 6 E)

    12 W

    341 to 347

    R4 - R11

    R4 - M13(M16)

    11 E

    12 W

    1 3 W(1 6 W)

    22 9 to 236

    R4 - R11

    R4 - M13(M16)

    11 E

    1 3 W(1 6 W)

    351 to 357

    R11

    R12

    11 E

    12 W

    237 to 261

    321 to 336

    Apron 4

    121.175 Mhz

    R4 - R17

    M19

    1 7 E

    19W

    541 to 546

    551 to 554, 557

    Cargo Apron 1

    123.325 MHz

    D2

    D3

    2Y

    3Y

    601 to 616

    621 to 636

    Cargo Apron 2

    D4

    D5

    4Y

    5Y

    641 to 655

    Remarks

    Departure 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 2- 6, 2- 8 (Aerodrome Ground Movement Charts)

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

    Follow the Greens(FtGs) procedures at Incheon INTL Airport
    ”Follow the Greens“ procedures at Incheon INTL Airport is operated to provide pilots with individual visual guidance(green taxiway centerline lights and red Stop bar lights) while taxiing during day and night operations as well as during periods of low visibility.
    Aircraft taxing on maneuvering area(runway and main parallel taxiways) will be guided by dedicated individual green taxiway centerline lights in front of the aircraft.
    ATC will use the phraseology “Follow the Greens.....“ when issuing a clearance to pilots to taxi along the directional guidance provided by the green taxiway centerline lights to clearance limit(runway holding point or transfer of control point/TCP or stop bar lights).
    When instructed to follow the greens by ATC, pilots are reminded of the extreme importance of maintaining a careful lookout and are at all times responsible wing tip clearance.
    When instructed to follow the greens by ATC, pilots shall not taxi ahead if there is no green lights or red Stop bar lights are ahead.
    Pilots and drivers shall enter/cross the runway or taxiway only when both the following conditions are met. The crew have
    1. received positive ATC clearance to enter/cross the runway or taxiway, and

    2. observed that the red Stop bar lights are turned off.

    When more than one aircraft taxi closely toward the common intersection, it is possible to see more than one directional guidance ahead because the end of proceeding green lights segment is still remaining.
    When more than one directional guidance are provided ahead or hard to see the guidance due to flash back the sunshine, pilots shall stop and ask ATC for onward clearance before taxing.
    When more than one aircraft taxi toward the common intersection, ATC will continue turning on the green lights to give priority to first aircraft. Second aircraft will be instructed “GIVE WAY TO...../FOLLOW.....“ or provided turning on the red Stop bar lights.
    When ATC wants to terminate the “Follow the Greens“, ATC will revert to directional guidance by taxiway information or mandatory signs/markings. In this case, pilots shall navigate their taxi route with reference to signs/markings on taxiway.
    4   Deicing operations
    4.1  De/anti-icing phase notification

    Ice Phase

    Application of phase

    Phase 1 (BLUE)

    It is estimated that the average time between aircraft EOBT andbeing airborne will be less than 60 minutes.

    Phase 2 (YELLOW)

    It is estimated that the average time between aircraft EOBT andbeing airborne will range from 60 minutes to 119 minutes.

    Phase 3 (ORANGE)

    It is estimated that the average time between aircraft EOBT andbeing airborne will range from 120 minutes to 239 minutes.

    Phase 4 (RED)

    It is estimated that the average time between aircraft EOBT andbeing airborne will be at or above 240 minutes.

    4.2  De-icing zones and pads

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

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

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

    3. M North zone : 551, 552, 553, 554, 557 pads

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

    5. D South zone : 841, 842 pads

    6. D North zone : 851, 852 pads

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

    2. A CFT types applicable for engine on de-icing

      Boeing

      B737,B757,B767,B777,B787

      Airbus

      A318,A319,A320,A321,A330,A350,A220

    3. 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.

    4. On the de-icing pads ACFT shall hold abeam the stop line which indicates the cockpit stop position or follow the advice of the marshaller.

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

    6. 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.

    7. 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.

    NOTE 4 : Flight crews need extra caution when entering and leaving the de-icing pad, since there are GSE roads in front of or behind the de-icing pad.

    5   Arrival procedures
    5.1  Arrival routes and Transfer of control points(TCP)
    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

      5 E

      6 E

      7 W

      1 to 1 2

      14 to 17

      1 to 17

      R7

      R8

      7 W

      8 E

      18 to 36

      R7 ? R4(R6)

      M6 - R4

      R8 ? R4(R6)

      7 W

      6 W

      8 E

      37 to 42

      43 to 50

      37 to 50

      R7

      R8

      7 W

      8 E

      103,105,107,109,111,113, 115,117,

      11 9 ,121,123,125, 127,129,131,132

      Apron 2

      121.8 Mhz

      R9

      R10

      9 W

      10 E

      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

      11W

      1 4 E

      262 to 2 68

      341 to 347

      R12 - R4

      M14 - R4

      12 E

      1 4 W

      22 9 to 236

      351 to 357

      R11

      R12

      11 W

      12 E

      237 to 261

      321 to 336

      Apron 4

      122.175 Mhz

      R17 - R4

      M18

      1 7 E

      18W

      541 to 546

      551 to 554, 557

      Cargo Apron 1

      123.325 MHz

      D2

      D3

      2Y

      3Y

      601 to 616

      621 to 636

      Cargo Apron 2

      D4

      D5

      4Y

      5Y

      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.

    5.2  Follow-me car service
    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.

    6   Ground engine check procedures

    Pilot or authorized engineer requiring engine ground runs shall contact Incheon Ramp on the appropriate frequency (refer to 2.20.3.4.1) and provide the following :

    1. Call sign or registration number

    2. Gate/Stand number

    3. Type of ground engine run, engine start or performance check Incheon Ramp should be advised on its completion

    6.1  Engine starts

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

    6.2  Engine performance check
    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)

    7   Taxiing - Limitation
    1. All aeroplane will taxi at speeds of more than 10 kt on Taxiways A, B, C, D, M, N or P to ensure smooth traffic flow unless there is exceptional direction concerning safety factors by ATC. And if it is impracticable, pilots shall notify to ATC.

    2. There are obstacles, guardrails of underpass way, near by TWY A (between A8 & A9, A12 & A13) and TWY D (between D2 & D3, D5 & D6). The heights of obstacles are less than 1 m.

    8   CAT I Operations

    Pilots are warned that during ILS CAT-I operations to RWY 15L and 33R aircraft may experience GP signals‘ fluctuation or interference caused by aircraft taxiing in the vicinity of the GP aerial.

    Pilots should therefore closely monitor their ILS approach profile and rate of descent.

    8.2 CAT I taxi routes are the same as CAT II/III taxi routes, refer to low visibility procedure diagram pages.

    9   CAT II / III Operations
    9.1  General

    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.

    9.2  Aircraft operators must obtain approval from Administrator of Seoul Regional Aviation Administration prior to conducting any low visibility operations at Incheon International Airport.

    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 Safety Act, Article 67 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.

    9.3  Pilots shall be informed when:
    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.

    9.4  The separation between successive landing aircraft on the same runway will not be less than 10 NM.
    9.5  When informed of the failure of Surface Movement Radar (SMR), pilots should anticipate that considerable spacing between aircraft may be required.
    9.6  Pilots who wish to carry out an ILS CAT II/III approach shall inform to Approach Control on initial contact.
    9.7  Special Procedures and Safeguards

    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 16L - N3, N2 or S

        RWY 16R - P6, P5, P4, P2 or S

        RWY 34R - N4, N5 or N7

        RWY 34L - P7, P8, P10, P11 or P13

        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 : A → L or D → L

      RWY 15R : A → L, D → L, D → K → C → L

      RWY 33L : A → G, D → G, D → J → C → G

      RWY 33R : A → G, D → G

      RWY 16L : M → N8

      RWY 16R : M → V → P → P13

      RWY 34R : M → S

      RWY 34L : M → S, M → T → P → S

      Refer to Low Visibility Procedure diagram Pages.

    9.8  Practice Approaches

    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.

    10   Apron Safety Management
    1. All GSE (Ground Service Equipment) vehicle roadways crossing taxiways or taxi lanes are marked in the form of zipper.

    2. Pilots shall pay extra caution to the vehicles and other aircraft while taxiing in apron areas, especially ensuring enough wing-tip clearance.

    11   Special notice to ICAO Code F aircraft (A380 & B747-8) operations.
    11.1  Runway

    All runways are available for the ICAO Code F aircraft

    11.2  RWY-holding position markings

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

    11.3  Taxiing routes on maneuvering area
    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.

    11.4  Taxiing routes on aprons
    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

      Apron 3

      RF

      Parts of RA, RB, RC(Except the routes between R11 and R12)

      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

    11.5  Parking stands

    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.

    Stand NO

    Code F ACFT

    A380

    B747-8

    Passenger Terminal

    8

    -

    O

    10

    O

    O

    12

    -

    O

    15

    -

    O

    17

    O

    O

    43

    O

    O

    46

    O

    O

    Passenger Terminal2

    231

    O

    O

    232

    O

    O

    233

    -

    O

    234

    -

    O

    264

    -

    O

    265

    -

    O

    267

    O

    O

    268

    O

    O

    Concourse

    106

    O

    O

    110

    O

    O

    112

    O

    O

    122

    O

    O

    126

    O

    O

    Cargo Apron 1

    603

    -

    O

    604

    -

    O

    606

    -

    O

    607

    -

    O

    616

    -

    O

    623

    -

    O

    624

    -

    O

    626

    -

    O

    627

    -

    O

    636

    -

    O

    Cargo Apron 2

    641

    O

    O

    644

    O

    O

    648

    O

    O

    652

    O

    O

    Remote Stands

    304

    O

    O

    306

    O

    O

    310

    O

    O

    312

    O

    O

    341

    O

    O

    342

    -

    O

    351

    O

    O

    352

    -

    O

    541

    O

    O

    542

    O

    O

    543

    O

    O

    544

    O

    O

    12   Transfer of control between aprons
    12.1  Transfer of control point in apron 1,2 and 3

    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.

    Apron

    Position

    TCP

    (Transfer of Control Point)

    Apron1 <-> Apron2

    Gate 103

    1T

    Gate 130

    2T

    Apron2 <-> Apron3

    between stand 301 & stand 321

    3T

    between stand 315 & stand 336

    4T

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

    13   Reduced Runway Separation Minima(RRSM)

    Reduced Runway Separation Minima(RRSM) will be applied between a departing aircraft and a succeeding landing aircraft or between two successive landing aircraft.

    1. RRSM will be applied when the following conditions exist:

      1. Visibility of at least 5 km and ceiling not lower than 1 000 ft;

      2. During the hours of daylight from 30 minutes after local sunrise to 30 minutes before local sunset;

      3. No unfavorable surface wind conditions (including significant tailwind/turbulence or wind shear, etc.);

      4. The braking action shall not be adversely affected by runway contaminants;

      5. The second aircraft will be able to see the first aircraft clearly and continuously until it is clear of runway

    2. Landing clearance may be issued to an arriving aircraft while the runway is still occupied provided that there is reasonable assurance that the following separation distance will exist when the arriving aircraft crosses the runway threshold:

      1. Landing following Landing

        Preceding aircraft has landed and has passed at least 2 400 m from the threshold of the landing runway, is in motion and will vacate the runway without backtracking;

      2. Landing following Departure

        Preceding aircraft is/will be airborne and has passed at least 2 400 m from the threshold of the landing runway

    3. ATC will provide traffic information when issuing the landing clearance. The following ICAO standard phraseology examples will be used:

      1. “(Call sign), PRECEDING B747 VACATING RUNWAY/ABOUT TO VACATE/LANDING ROLL, CLEARED TO LAND.”

      2. “(Call sign), DEPARTING A321 AHEAD ABOUT TO ROTATE, CLEARED TO LAND.”

    15 
    Restriction on the taxilane R17 over bridge
    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.










    RKSI AD 2.21   NOISE ABATEMENT PROCEDURES

    1   Aircraft Operating Procedures(except helicopters)
    1.1  Take off

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

      Runway 33L/R, 34R/L :

      - Noise Abatement Departure Procedure ONE (NADP ONE)

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

    1. Runway 15L/R, 16L/R :

      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.

    1.2 
    1.3  AUXILIARY POWER UNITS(APUs)

    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, 123.325 MHz, 123.675 MHz

    RKSI AD 2.22   FLIGHT PROCEDURES

    1   IFR Procedure
    1.1  IFR ATC Clearance

    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 shall contact INCHEON DELIVERY via voice RTF from TOBT ?10 minutes(in case of NON A-CDM, EOBT ?10 minutes) to +5 minutes or via Data-link Departure Clearance Service(DCL) from TOBT ?15 minutes(in case of NON A-CDM, EOBT ?15 minutes) to +5 minutes and report the following information. If initial call takes to place too early, Clearance Delivery will ask the pilot to call again at TOBT -10 minutes. In case of DCL, reject message will be received. (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)

    5. Regardless of clearance source, departing aircraft must report to INCHEON DELIVERY when fully ready for push-back, unless instructed otherwise by ATC (hand-over to INCHEON APRON).

    1.2  Speed Restrictions
    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.

    1.3  Fuel Dumping Area

    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.

    1.4  Visual approach and separation
    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

    1.5  Assignment of STAR or SID

    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, 16L/R

        RNAV KARBU 1H / RNAV KARBU 1C

        G585(GUKDO)

        15L/R, 16L/R

        RNAV GUKDO 1H / RNAV GUKDO 1C

        Y644(REBIT)

        15L/R, 16L/R

        RNAV REBIT 1H

        Y722(OLMEN)

        15L/R, 16L/R

        RNAV OLMEN 1H / RNAV OLMEN 1C

        G597(KARBU)

        33L/R, 34L/R

        RNAV KARBU 1E / RNAV BIKSI 2M*

        G585(GUKDO)

        33L/R, 34L/R

        RNAV GUKDO 1E / RNAV CUN(Yecheon) 2M*

        Y644

        (COWAY/GONAV)

        33L/R, 34L/R

        RNAV REBIT 1A / RNAV GONAV 3M*

        Y722(OLMEN)

        33L/R, 34L/R

        RNAV OLMEN 1E / RNAV MAKSA 2M*

        * 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/Cargo flight

        TIME (UTC)

        AIRWAY

        RWY

        SID (PRIMARY/SECONDARY)

        0000 ~ 2400

        G597(KARBU)

        15L/R

        RNAV EGOBA 1C

        A582(OSPOT)

        15L/R

        RNAV OSPOT 1C

        G597(BINIL)

        15L/R

        RNAV BINIL 1C

        Y711(BOPTA)

        15L/R

        RNAV BOPTA 1C

        G597(KARBU)

        16L/R

        RNAV EGOBA 1H

        A582(OSPOT)

        16L/R

        RNAV OSPOT 1H

        G597(BINIL)

        16L/R

        RNAV BINIL 1H

        Y711(BOPTA)

        16L/R

        RNAV BOPTA 1H

        G597(KARBU)

        33L/R

        RNAV EGOBA 1E/ RNAV EGOBA 1A

        A582(OSPOT)

        33L/R

        RNAV OSPOT 1E/ RNAV OSPOT 1A

        G597(NOPIK)

        33L/R

        RNAV NOPIK 1A

        Y711(BOPTA)

        33L/R

        RNAV BOPTA 1A

        G597(KARBU)

        34L/R

        RNAV EGOBA 1Y

        A582(OSPOT)

        34L/R

        RNAV OSPOT 1Y

        G597(NOPIK)

        34L/R

        RNAV NOPIK 1Y

        Y711(BOPTA)

        34L/R

        RNAV BOPTA 1Y

    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.

    1.6  Readback of ATC clearance
    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.

    1.7  CDO(Continuous Descent Operation) PROCEDURE FOR INCHEON AD
    1. The CDO procedures are in place for all aircraft flying on Y644, Y722, G585(Y685) and G597(Y697) 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 : 33L/R, 34L/R

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

    2. ATC instructions

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

      - Phraseology

      controller : (Call sign), Cleared CUN(yecheon) 2M arrival. Descend via STAR to 7 000.

      ※ 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 : ENPIL(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.

    1.8  Initial Radio Call Procedures with SEOUL APPROACH
    1. When instructed to "CONTACT", pilot shall Squawk IDENT and report callsign only on initial contact.

    2. When instructed to "MONITOR or STAND BY FOR", pilot shall quawk IDENT and keep silent until ATC initiate call.

    2   VFR
    2.1  VFR PROCEDURE
    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

        East Pattern for H : 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 H, 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).

      5. When landing on H, use caution not to fly beyond VFR reporting point “I” in order to protect Shinbul radar.

      6. When approaching H, pilot should fly via “I” and follow the roads in order not to make downwash onto the congested area where is golf courses and BMW driving center.


    2.2  Special VFR
    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)

    3   RADIO COMMUNICATION FAILURE PROCEDURE
    3.1  In VMCs:

    1) Squawk 7600

    2) Continue to fly in VMC

    3) Land at nearest suitable aerodrome

    3.1.1 

    VFR Flight which has encountered radio communication failure shall

    1) Squawk 7600, and

    2) If able to see the light gun signal from control tower, follow that instruction

    3) If unable to see the light gun signal from control tower, hold over downwind for RWY 16R/34L, 15L/33R until ETA or for 10 minutes, whichever is longer; then

    4) land on RWY 16R/34L, 15L/33R or H in use as appropriate.

    3.2  In IMCs or when conditions are such that it does not appear likely that the pilot will complete the flight in accordance with 3.1 :
    3.2.1 

    1) Squawk 7600

    2) Maintain the last assigned speed and level, or minimum flight altitude if higher, for a period of 7 minutes following:

    • i) the time the transponder is set to Code 7600; or

    • ii) the time the last assigned level or minimum flight altitude is reached;

      whichever is later and thereafter adjust level and speed in accordance with the filed flight plan;

    3) When being vectored or having been directed by ATC, proceed in the most direct manner possible to rejoin the current flight plan route no later than the next significant point, taking into consideration the applicable minimum flight altitude;

    3.2.2  ARRIVAL aircraft

    1) Squawk 7600

    2) Follow the STAR issued by ATC. When being vectored or having been directed by ATC, proceed in the most direct manner possible to join the STAR(1.5 Assignment of STAR notified at RKSI AD 2.22 Flight Procedures) no later than the next significant point. Then commence descent as filed.

    3) Start approach to the assigned runway without delay.

    4) If no specific runway for landing has been assigned, start approach to runway 15L/33R without delay. If runway 15L/33R is closed, start approach to runway 15R/33L or runway 16R/34L.

    * No fly area : The aircraft shall not fly north of R 270 YJU , except simultaneous approach RWY 15L/R aircraft .

    4   Take-off Weather Minima

    Facilities

    RWY

    3 RVR REQ

    REDL &

    RCLL

    REDL &RCL***

    REDL or RCL***

    REDL &RCL***

    NIL

    (Day Only)

    TGS*,

    HIRL &

    RCLL

    HIRL &

    RCLL

    REDL &

    RCLL

    RVR / VIS**

    Multi-

    Engine

    ACFT

    15L

    75 m / 300 ft

    125 m / 400 ft

    150 m / 500 ft

    200 m / 600 ft

    300 m / 1 000 ft

    400 m / 1 200 ft

    500 m / 1 600 ft

    33R

    75 m / 300 ft

    125 m / 400 ft

    150 m / 500 ft

    200 m / 600 ft

    300 m / 1 000 ft

    400 m / 1 200 ft

    500 m / 1 600 ft

    15R

    75 m / 300 ft

    125 m / 400 ft

    150 m / 500 ft

    200 m / 600 ft

    300 m / 1 000 ft

    400 m / 1 200 ft

    500 m / 1 600 ft

    33L

    75 m / 300 ft

    125 m / 400 ft

    150 m / 500 ft

    200 m / 600 ft

    300 m / 1 000 ft

    400 m / 1 200 ft

    500 m / 1 600 ft

    16L

    75 m / 300 ft

    125 m / 400 ft

    150 m / 500 ft

    200 m / 600 ft

    300 m / 1 000 ft

    400 m / 1 200 ft

    500 m / 1 600 ft

    34R

    75 m / 300 ft

    125 m / 400 ft

    150 m / 500 ft

    200 m / 600 ft

    300 m / 1 000 ft

    400 m / 1 200 ft

    500 m / 1 600 ft

    16R

    75 m / 300 ft

    125 m / 400 ft

    150 m / 500 ft

    200 m / 600 ft

    300 m / 1 000 ft

    400 m / 1 200 ft

    500 m / 1 600 ft

    34L

    75 m / 300 ft

    125 m / 400 ft

    150 m / 500 ft

    200 m / 600 ft

    300 m / 1 000 ft

    400 m / 1 200 ft

    500 m / 1 600 ft

    Note : SIDs are designed in accordance with STANDARDS for FLIGHT PROCEDURE DESIGN.

    * With certified TGS(Take-off Guidance System).

    ** The TDZ RVR/VIS may be assessed by the pilot.

    *** For Night Operations at least REDL or RCLL and RENL are available.



    Reporting Point

    Geographical Name

    Position

    Coordinates(WGS-84)

    A

    Sammok Quay

    2.3NM NE of Incheon NCN R084/D1.1

    372959N 1262713E

    B

    Ulwangri

    2.9NM SW of Incheon NCN R230/D3.5

    372709N 1262251E

    C

    Jamjndo(Island)

    2.9NM SW of Incheon NCN R197/D4.6

    372505N 1262451E

    D

    New Airport Town IC

    2.7NM E of Incheon NCN R112/D3

    372859N 1262924E

    E

    Airport Gateway IC

    4.0NM ENE of Incheon NCN R087/D4

    373021N 1263024E

    F

    Buk-Incheon IC

    10.3NM NE of Incheon NCN R076/D1 KIP R277/D8.2

    373319N 1263713E

    I

    Sinbul IC

    2.3 NM SE of Incheon R 137 NCN/D3.6

    372725N 1262923E

    J

    Jonam JCT

    11.7NM SSE of Gimpo KIP R169/D12

    372213N 1265206E

    K

    Kilo(Seoun JCT)

    3.0NM SW of Gimpo KIP R231/D3

    373125N 1264506E

    N

    Gaehwasan(Hill)

    1.5NM NNE of Gimpo KIP R049/D1.6

    373505N 1264817E

    R

    Hangjukyo(Bridge)

    2.7NM NNE of Gimpo KIP R030/D2.4

    373610N 1264849E

    S

    Sorae

    10.0NM SSW of Gimpo KIP R201/D10

    372340N 1264439E

    T

    Songsan(Hill)

    5.7 NM E of Incheon R 106 NCN/D6

    372853N 1263319E

    W

    Wolmido(Island)

    10.9NM SSE of Gimpo KIP R248/D10.8 NCN R108/D8.2

    372810N 1263553E

    X

    Silmido(Island)

    4.2NM SW of Incheon NCN R207/D5.8

    372415N 1262325E

    Y

    Younghungdo(Island)

    10.6NM S of Incheon NCN R180/D12.6

    371715N 1262800E

    Z

    Sihwa Breakwater

    14.2NM SE of Incheon NCN R119/D16.2

    372000N 1264120E

    RKSI AD 2.23   ADDITIONAL INFORMATION

    1   Green Area Maintenance within Movement Area
    1. Duration: March to November.

    2. Type of maintenance :

      Mowing the lawn, weeding, watering, and blight and harmful insects prevention.

    3. Area affected.

      All green areas within Movement Area.

      Maintenance work shall be conducted only when 4 000 m or more of visibility is secured.

      1) Area 1

      • - Dimension : Area of 60 m width from runway edge.

      • - Working hour : At midnight only when there are few aircraft movements.

      2) Area 2

      • - Dimension : Other green area (including taxiways) except "Area 1".

      • - Working hour : During the day time only.

    4. Remarks

      All working vehicles within the maneuvering area shall be under control of Air Traffic Control, and aircraft in operation shall be under precaution.

    2   Bird migration and concentrations in the vicinity of the airport
    1. Bird migration occurs during spring, fall and winter periods. The greatest degree of activity is observed during the following periods : whole of March ~ end of April(Spring migration), e arly of October ~ early December(winter migration). Weather conditions may affect bird migration on movements during different periods of the year

    2. Spring and Autumn

      In this period a large flock of birds, especially shorebirds is resting on the remnant of mudflats at high tide. And at low tide they are moving and scattered to forage their foods. Most of their movement flight is occurred on the ground surface or below about 200 ft.

      The population of shorebirds reaches approximately 6 000 at one time in spring. Generally the number of birds is more in spring than autumn but on the contrary in the vicinity of airport bird activity is more frequent in autumn.

    3. Winter

      There are two ponds that are located respectively NW & SW of airport at the distance of about 4 KM from the runway.

      Most of ducks inhabit at these ponds in winter and the flock size of one site is less than 400 individuals. The largest group of birds are Coots and about 1 000. These use this pond as resting site and only a few species feeds in the water. The movement of ducks is not related the tide and they are flying low (200 ft) to sea around the pond.

    4. In order to reduce the wildlife hazard in the vicinity of runway wildlife control activities are being lasted 24h and include siren, threat of shotgun, visual scares and habitat managements. On the properties of airport farming, garbage treatment facilities are not permitted.

    3   ATIS Telephone Service
    1. Hours of operation : H24

    2. ARS telephone number : 82-32-743-2676

    3. Telephone service is reference only. For the flight operation, use ATIS on the FREQ

      • - ARR : 128.4, 230.25 MHz

      • - DEP : 128.65, 344.2 MHz

    4   Light Pole Operation in the vicinity of the airport
    1. Duration : From April to December

    2. Operation time schedule : 1930 ∼ 2130 and 1000 ∼ 1530 (UTC)

    3. Facility : SKY72 Golf Club and Dream Golf range

    4. Diagram



    5   Aesthetic Lighting for Incheon Bridge
    1. Operation time schedule

      - March to May : 09:30~14:00 (UTC)

      - June to September : 10:00~15:00 (UTC)

      - October to February : 08:30~14:00 (UTC)

    2. Facility : Cable stayed bridge and pylon

    3. Lamp color(1Kw, 2Kw) : White

    4. Luminous : 1Kw(40cd/㎡), 2Kw(60~70cd/㎡)

    5. Diagram



    6