GEN 1.5   AIRCRAFT INSTRUMENTS, EQUIPMENT AND FLIGHT DOCUMENT

1   Compulsory radio equipment to be carried (Reference : Aviation Safety Act. Article 51 and its Ministerial Regulations Article 107)

1.1  all aircraft operated as IFR flight

Equipment

Nr.

Remarks

1) VHF or UHF telephony transmitting and receiver

2

All flight crew members required to be on flight deck duty shall communicate through boom or throat microphones below the transition level/altitude.

2) SSR transponder

1

-

3) ADF

1

-

4) ILS reciever

1

Except aircraft having a maximum certificated take-off mass of less than 5 700 kg and helicopter

5) VOR reciever

1

-

6) DME reciever

1

-

7) Weather radar or significant weather detection equipment

1

1 unit of Weather Radar for used in international air transport operation for aeroplanes equipped with pressurization device

1

1 unit of weather radar or significant weather detection equipment for helicopters used in international air transport operation

8) ELT

2

(1) Aeroplanes in air transport operation having two power-unit when used over routes on which the aeroplane may be over water and at more than 30 minutes or 185 km(100 NM), whichever is the lesser, away from land(including the aerodrome of intended landing or any alternate aerodrome) suitable for making an emergency landing in the event of the 2 power-unit becoming inoperative.

(2) Aeroplanes in air transport operation having three or more power-units when used over routes on which the aeroplane may be over water and at more than a distance corresponding to 120 minutes at cruising speed or 740 km (400 NM), whichever is the lesser, away from land(including the aerodrome of intended landing or any alternate aerodrome) suitable for making an emergency landing in the event of the 2 power-unit becoming inoperative.

(3) Class 1 and/or Class 2 helicopters flying over water at more than a distance corresponding to 10 minutes at cruising speed away from land suitable for making an emergency landing or Class 3 helicopters flying over water beyond autorotational or safe forced landing distance from land.

* One of the two ELTs shall have a structure that can operate automatically. In case of (3) one ELT shall be installed in a raft.

1

(1) Aeroplanes having one power-unit when used over routes on which the aeroplane may be over water and at more than 185 km(100 NM) away from land suitable for making an emergency landing.

(2) Aeroplanes having more than two power-units when used over routes on which the aeroplane may be over water and at more than 375 km (200 NM) away from land suitable for making an emergency landing in the event of the one power-unit becoming inoperative.

(3) Aeroplanes flying over a remote and mountainous land area where search and rescue would be especially difficult as designated by the head of MOLIT.

* The ELT shall have a structure that can operate automatically.

1.2  All aircraft operated as VFR flight

Equipment

Nr.

Remarks

1) VHF or UHF telephony transmitting and receiver

2

All flight crew members required to be on flight deck duty shall communicate through boom or throat microphones below the transition level/altitude.

2) SSR transponder

1

-

3) ELT

2

(1) All air transport operation aeroplanes having two power-units when used over routes on which the aeroplane may be over water and at more than 30 minutes or 185 km(100 NM), whichever is the lesser, away from land(including the aerodrome of intended landing or any alternate aerodrome) suitable for making an emergency landing in the event of the 2 power-unit becoming inoperative.

(2) Air transport operation aeroplanes having three or more power-units when used over routes on which the aeroplane may be over water and at more than a distance corresponding to 120 minutes at cruising speed or 740 km (400 NM), whichever is the lesser, away from land(including the aerodrome of intended landing or any alternate aerodrome) suitable for making an emergency landing in the event of the 2 power-unit becoming inoperative.

(3) Class 1 and/or Class 2 helicopters flying over water at more than a distance corresponding to 10 minutes at cruising speed away from land suitable for making an emergency landing or Class 3 helicopters flying over water beyond autorotational or safe forced landing distance from land.

* One of the two ELTs shall be automatic. In case of (3) one ELT shall be equipped in a raft.

1

(1) Aeroplanes having one power-unit when used over routes on which the aeroplane may be over water and at more than 185 km(100 NM) away from land suitable for making an emergency landing.

(2) Aeroplanes having more than two power-units when used over routes on which the aeroplane may be over water and at more than 375 km (200 NM) away from land suitable for making an emergency landing in the event of the one power-unit becoming inoperative.

(3) Aeroplanes, when operated across land areas which have been designated by the head of MOLIT concerned as areas in which search and rescue would be especially difficult.

* ELT shall be automatic.

2   Instrument to be equipped (Reference : Aviation Safety Act. Article 52 and its Ministerial Regulation, Article 117)

2.1  All aircraft that engages in VFR or IFR flight (Including Instrument flight and VFR flight under Air Traffic Control)

Flight Instrument

Number

Aircraft

Helicopter

For the Air

Transport Operation

Others

For the Air

Transport Operation

Others

VFR

Magnetic Compass

1

1

1

1

An accurate timepiece indicating the time in hours, minutes and seconds)

1

1

1

1

Sensitive Pressure Altimeter

1

1

1

1

Airspeed Indicator

1

1

1

1

IFR

Magnetic Compass

1

1

1

1

An accurate timepiece indicating the time in hours, minutes and seconds)

1

1

1

1

Sensitive Pressure Altimeter

2

1

2

1

Airspeed Indicating system with anti-icing system

1

1

1

1

Turn and Slip indicator

1

1

-

-

Slip indicator(Helicopter)

-

-

1

1

Attitude indicator

1

1

3

2

Heading indicator(directional gyroscopic)

1

1

1

1

Outside air temperature indicator

1

1

1

1

Rate of climb and descent indicator

1

1

1

1

Stabilization System

-

-

1

-

Remarks :

  1. Gyro instruments shall have the means for displaying the state of power supply.

  2. An altimeter consisting of three needles indicating the altitude and a drum indication altimeter do not satisfy the requirements for a sensitive pressure altimeter.

  3. The requirements for a turn and slip indicator (a slip indicator in the case of a helicopter), an attitude indicator, and a heading indicator can be satisfied by a combined or an integrated flight director. To prevent simultaneous failures, however, each instrument shall have a built-in safety device.

  4. In case the designer or manufacturer of the helicopter verifies that stability can be maintained even without a stabilization system through a test flight or submits documents verifying such fact, the stabilization system may not be required.

  5. One unit of the attitude indicator required for a helicopter can be substituted by a turn indicator.

  6. An airplane exceeding the maximum takeoff gross weight of 5,700 kg and operating based on the instrument flight rule as class 1 or class 2 helicopter shall be equipped with an emergency power supply that can operate an attitude indicator and provide illumination that enables the pilot to view the altitude indicator for 30 minutes or longer apart from the main generator. In this case, the emergency power supply shall operate automatically in case the main generator fails, and the operation of the attitude indicator through the emergency power supply shall be clearly displayed on the instrument panel.

3   Equipment to be carried (Reference : Aviation Safety Act. Article 52, paragraph 2)

Equipment

Remarks

a. Oxygen storage and

dispense system (Ministerial Regulation of Aviation Safety Act. Article 114. paragraph 1)

Any aircraft making a high-altitude flight shall be equipped with an apparatus for storing and dispensing a certain amount of breathing oxygen based on the following:

a. In case an aircraft that is not equipped with a pressurization device attempts to fly at an altitude at which the atmospheric pressure within the aircraft is below 700 hPa, the following amounts should be made available.

(1) In case an aircraft attempts to fly at an altitude at which the atmospheric pressure within the aircraft is 620 - 700hPa for longer than 30 minutes: Amount required by 10% of the passengers and all aircrew for the excess time period

(2) In case an aircraft attempts to fly at an altitude at which the atmospheric pressure within the aircraft is below 620hPa: Amount required by all passengers and aircrew during the flying time

b. For an aircraft equipped with a pressurization device that can maintain the level of atmospheric pressure within the aircraft at 700 hPa or higher, and for helicopters used in the air transport operation, the following amounts should be made available.

(1) While the atmospheric pressure within the aircraft or rotorcraft is below 700 hPa: Amount required reasonably by all passengers and aircrew under changing flight conditions including the flight altitude

(2) In case an aircraft attempts to fly at an altitude at which the atmospheric pressure within the aircraft is below 376 hPa, or when an aircraft cannot descend from an altitude at which the atmospheric pressure within the aircraft is 376 hPa or more to that at which the atmospheric pressure is 620 hPa within 4 minutes: Amount required by all passengers and aircrew for at least 10 minutes

Air transport operation aircraft intended to be operated at flight altitudes at which the atmospheric pressure is less than 376 hPa, or which, if operated at flight altitudes at which the atmospheric pressure is more than 376 hPa cannot descend safely within four minutes to a flight altitude at which the atmospheric pressure is equal to 620 hPa, should be provided with automatically deployable oxygen equipment and the total number of oxygen dispensing units should exceed the number of passenger and cabin crew seats by at least 10 percent.

b. Warning System for Loss of Pressurization

(Ministerial Regulation of Aviation Safety Act. Article 114, paragraph 2)

An aircraft equipped with a pressurization device and attempts to fly at an altitude at which the atmospheric pressure within the airplane is below 376 hPa shall be equipped with a loss of pressurization indicator that can warn the flight crew when the atmospheric pressure within the airplane is falling.

c. Radiation indicator

(Ministerial Regulation of Aviation Safety Act. Article 116)

Any aircraft in the air transport operation and attempting to fly at an altitude of more than 15 000 m (49 000 ft). from the mean sea level shall be equipped with one unit of Radiation Indicator. And the radiation indicator as per paragraph 1 should be able to measure and display continuously the rate of total space radiation transmitted and amount accumulated during each flight to enable the flight crew to read the measured figure easily.

d. Anti-icing and/or De-icing

Device (Ministerial Regulation of Aviation Safety Act. Article 118)

Aircraft attempting to fly into an area where there are ice formations or where ice formation is expected shall be equipped with De-icing or Anti-icing Equipment pursuant to Article 52 (2) of the Act.

4   Accident Preventive Equipment (Reference : Aviation Safety Act. Article 52, paragraph 2)

Equipment

Nr.

Remarks

a. Airborne Collision Avoidance System,

ACAS II in accordance with ANNEX 10 to the Convention on international Civil Aviation (Ministerial Regulations of Aviation Safety Act. Article 109 bis, paragraph 1)

1 or

more

a. All aeroplanes used in the air transport operation

b. all turbine-engined aeroplanes of a maximum certificated take-off mass in excess of 15 000 kg or authorized to carry more than 30 passengers for which the individual certificate of airworthiness is first issued on or after 1 January 2007

c. all turbine-engined aeroplanes of a maximum certificated take-off mass in excess of 5 700 kg or authorized to carry more than 19 passengers for which the individual certificate of airworthiness is first issued on or after 1 January 2008

b. Ground Proximity Warning

System providing automatically a timely and distinctive warning to the flight crew when the aeroplane is in potentially hazardous proximity to the earth surface

(Ministerial Regulations of Aviation Safety Act. Article 109)

1 or

more

a. all turbine-engined aeroplanes of a maximum certificated take-off mass in excess of 5 700 kg or authorized to carry more than 9 passengers, which is used for air transport operation (All aeroplanes manufactured on or after 1 January 2004 and first introduced on or after 1 January 2007)

b. all turbine-engined aeroplanes of a maximum certificated take-off mass in excess of 15 000 kg or authorized to carry more than 30 passengers, which is used for air transport operation

c. all turbine-engined aeroplanes of a maximum certificated take-off mass of 5 700 kg or less and authorized to carry more than five but not more than nine passengers, which is manufactured on or after 1 January 2004 and all piston-engined aeroplanes of a maximum certificated take-off mass in excess of 5 700 kg or authorized to carry more than nine passengers, which is manufactured on or after 1 January 2007

c. Flight Data Recorder and Cockpit Voice Recorde

(Ministerial Regulations of Aviation Safety Act. Article 109)

1 or

more

a. all turbine-engined aeroplanes used in the air transport operation and all turbine-engined aeroplanes of a maximum certificated take-off mass in excess of 5 700 kg which is manufactured on or after 1 January 1989

A CVR shall be capable of retaining the information recorded during at least the last 2 hours of its operation.(In the case of aeroplanes manufactured before 1 January 1995, A CVR shall be capable of retaining the information recorded during at least the last 30 minutes of its operation.)

All FDRs shall be capable of retaining the information recorded during at least the last 25 hours of their operation.

b. all helicopters;

All FDRs shall be capable of retaining the information recorded during at least the last 10 hours of their operation.

A CVR shall be capable of retaining the information recorded during at least the last 30 minutes of its operation

5   Emergency and survival equipment to be carried

(Reference : Aviation Safety Act. Article 52 and Ministerial Regulation, Article 110, table 15)

5.1  Emergency and survival equipment
5.1.2  Landplane(including Sea-planes)

Item

Number

air transport operation and aerial work

Others

when flying over water and at a distance of more than 93 km (50 NM) away from the shore, in the case of landplanes operated as follows:

  1. The aeroplane having three or more power-units shall be able, in the event of the critical power-unit becoming inoperative at any point along the route or planned diversions therefrom, to continue the flight to an alternate aerodrome without flying below the minimum flight altitude at any point.

  2. In the case of aeroplanes having three or more power-units, the aeroplane shall be able, in the event of any two power-units becoming inoperative, to continue the flight to an en-route alternate aerodrome and land.

Life jacket or equivalent individual flotation device

1 kit per passenger

-

b. when flying en route over water beyond gliding distance from the shore, in the case of all other landplanes except above a.

Life jacket or equivalent individual floatation device

1 kit per passenger

each person on board

c. when taking off or landing at an aerodrome where, in the opinion of the State of the Operator, the take-off or approach path is so disposed over water that in the event of a mishap there would be a likelihood of a ditching.

Life jacket or equivalent individual floatation device

1 kit per passenger

-
5.1.3  All aircraft on long range over-water flights

Item

Number

air transport operation and aerial work

Others
when used over routes on which the aeroplane may be over water and at more than a distance corresponding to 120 minutes at cruising speed or 740 km (400 NM), whichever is the lesser, away from land suitable for making an emergency landing.

  1. The aeroplane having three or more power-units shall be able, in the event of the critical power-unit becoming inoperative at any point along the route or planned diversions therefrom, to continue the flight to an aerodrome without flying below the minimum flight altitude at any point.

  2. In the case of aeroplanes having three or more power-units, the aeroplane shall be able, in the event of any two power-units becoming inoperative, to continue the flight to an en-route alternate aerodrome and land.

  1. Life jacket or equivalent individual floatation device

  2. Life-saving raft

  3. Pyrotechnical distress signalling device

1 kit per passenger

Sufficient number to carry all persons on board

1

b. In the case of aircraft operated 30 minutes or 185 km (100 NM), whichever is the lesser, for all other aeroplanes except above a.

Sea planes

  1. Same as prescribed in 5.1.1

  2. Life-saving raft

  3. Pyrotechnical distress signalling device

Same as prescribed in 5.1.1

Sufficient number to carry all persons on board

1

Land plane

  1. Same as prescribed in 5.1.1

  2. Life-saving raft

  3. Pyrotechnical distress signalling device

Same as prescribed in 5.1.1

Sufficient number to carry all persons on board

1

c. when flying over water and at a distance of more than 93 km (50 NM) away from the shore, in the case of landplanes operated away from land suitable for making an emergency landing.

Life jacket or equivalent individual flotation device

-

for each person on board

d. when single engine aeroplane flying over water and at a distance of more than 185 km (100 NM) and aeroplanes having two or more power-units shall be able, in the event of any one power-units becoming inoperative, to continue flying over water and at a distance of more than 37 km (200 NM) away from land suitable for making an emergency landing.

  1. Life-saving raft

  2. Pyrotechnical distress signalling device

Sufficient number to carry all persons on board

1

5.1.4  Helicopter

Item

Number

air transport operation and aerial work

Others

a. When flying over water at a distance from land corresponding to more than 10 minutes at normal cruise speed in the case of performance Class 1 or 2

Means of flotation helicopter flotation device

1 set

1 set

Life jacket or equivalent individual flotation device

1 kit per passenger

1 kit per passenger

Life-saving raft

Sufficient number to carry all persons on board

Sufficient number to carry all persons on board

pyrotechnical distress signalling device

1

1

b. In case of performance Class 3 helicopters :

(1) When flying over water beyond autorotational or safe forced landing distance

Means of flotation helicopter flotation device

1 set

1 set

(2) When operating beyond autorotational distance from land but within a distance from land specified by head of MOLIT

Life jacket or equivalent individual flotation device

1 kit per passenger

1 kit per passenger

Performance Class 3 helicopters when operating outside water area specified in the provisions of (1)

Life jacket or equivalent individual flotation device

1 kit per passenger

1 kit per passenger

Life-saving raft

Sufficient number to carry all persons on board

Sufficient number to carry all persons on board

Pyrotechnical distress signalling device

1

1

c. In the case of performance Class 2 and Class 3 helicopters when taking off or landing at a helicopter where the take-off or approach path is so disposed over water that in the event of a mishap there would be likelihood of a ditching

Life jacket or equivalent individual flotation device

1 kit per passenger

1 kit per passenger

Note : The followings are applied to 5.1(Emergency and survival equipment)

  1. Life jacket or personal floating gear equipped with a survivor locator light shall be placed in a location where it is easy to take out. Passengers shall be familiar with such location and the method of use.

  2. The voice signal generator shall exhibit the performance specified in the 1972 Convention on the International Regulations for Preventing Collisions at Sea.

  3. The number of life jackets shall be sufficient to accommodate all passengers. In this case, each life raft shall be equipped with lifesaving appliances including an emergency signal light and a waterproof portable light and one unit of flame distress signal equipment. Note, however, that lifesaving appliances and flame distress signal equipment may be stored in the life raft.

  4. Class 1, class 2, and class 3 helicopters as described in item (e) of the table above are described as follows:

    1. Performance class 1 helicopter: A helicopter that can give up takeoff or landing when the critical power unit fails or a helicopter that can continue to fly to an appropriate landing place depending on the time of failure

    2. Performance class 2 helicopter: A helicopter that is required to make an emergency landing in case the critical power unit fails during the takeoff or landing stage but can continue to fly safely even in case of failure during any other stage

    3. Performance class 3 helicopter: A helicopter that is required to make an emergency landing when the critical power unit fails at any stage of the flight

5.2  Fire extinguisher (Reference : Aviation Safety Act. Article 52, paragraph 2 and its Ministerial Regulations, Article 110, Table 15)
a.  Portable fire extinguishers of a type which, when discharged, will not cause dangerous contamination of the air within the aircraft. At least one shall be located in the pilots compartment and each passenger compartment that is separate from the pilots compartment and that is not readily accessible to the flight crew.
b.  Portable fire extinguishers shall be located in passenger compartment as follows :

Number of Passenger's seat

Number of fire extinguisher

1) 6-30

2) 31-60

3) 61-200

4) 201-300

5) 301-400

6) 401-500

7) 501-600

8) More than 600

1

2

3

4

5

6

7

8
5.3  Emergency axe (Reference : Aviation Safety Act. Article 52, paragraph 2 and its Ministerial Regulations, Article 110, Table 15) Air transportation or aerial work aircraft shall carry on emergency axe for use in case of an accident.
5.4  Megaphone (Reference : Aviation Safety Act. Article 52, paragraph 2 and its Ministerial Regulations, Article 110, Table 15) Air transportation aircraft shall equip megaphones as follows :

Number of Passenger's seat

Number of megaphone

61-99

100-199

More than 199

1

2

3
5.5  Parachute (Reference: Aviation Safety Act. Article 52, paragraph 2 and its Ministerial Regulations, Article 112)

Sufficient number of parachute to be used by all person on board is equipped to :

  1. Aircraft conducting test flight with permission from Minister of Land, Infrastructure and Transport pursuant to Aviation Safety Act. Article 23, paragraph 3

  2. Aircraft engaged in acrobatics flight with the permission from pursuant to Aviation Safety Act. Article 68, paragraph 4)(except helicopter)

6   Flight document to be carried on board

(Reference : Aviation Safety Act. Article 52, paragraph 2 and its Ministerial Regulations, Article 113)

Flight documents to be carried on board are as follows :

(except glider and authorized test flight aircraft pursuant to Aviation Safety Act. Article 23, paragraph 3)

Document

Remarks

a. Certificate of aircraft registration

b. Certificate of airworthiness

c. Journey log book

d. Operating limitations specification and flight manual

e. Operation Manual

f. The true copy of Air Operator Certificate and operation specification(including the written by english in case of international flight aircraft)

g. Noise Certification

7   Performance Based Navigation (PBN)

7.1  Outline
7.1.1  Following the 36th ICAO Assembly resolution (A36-23), the Republic of Korea (hereinafter 'ROK') established the PBN implementation plan for Incheon FIR and has been working to transit from the current conventional Instrument Flight Procedures (IFP) to the IFP based on the ICAO PBN Manual (Doc. 9613) since 2010. AIC 4/10 (2010.10.7) describes the PBN implementation plan of the ROK.
7.1.2  RNAV2 specification will be applied to en-route airspace in Incheon FIR and RNAV1 specification will be applied to Standard Instrument Departures/ Standard Instrument Arrivals (SID/STAR) of terminal airspace. Furthermore, RNP APCH or RNP AR APCH which uses pressure altitude information will be applied to the approach procedures.
7.1.3  All aircraft supposed to be operated in PBN airspace of the ROK shall be equipped with appropriate navigation equipments specified in ICAO PBN Manual(Doc 9613). However, PBN navigation requirements for en-routes will only be applied above FL 140 (above FL 290 for overflying Incheon FIR).
7.1.4  Introduction of PBN will allow various benefits: airspace capacity will be improved through the selection of flexible flight paths and the establishment of direct routes while minimizing the restrictions caused by airspace, obstacles, noise, etc.. Continuous Descent Operations (CDO) will contribute to the reduction of controlled flight into terrain (CFIT) accidents/incidents, fuel savings and the reduction of noise affected area.
7.2  Implementation of RNAV1/RNAV2
7.2.1  Navigation requirements

Except state aircraft defined in Article 3 of Convention on International Civil Aviation, all aircraft flying routes designated as RNAV1 or RNAV2, Standards Instrument Departures (SIDs) or Standards Instrument Arrivals (STARs) in Incheon FIR must be equipped with appropriate navigation equipments specified in ICAO PBN Manual(Doc 9613). Considering traffic characteristics and complexities in the terminal areas, the ROK will review compulsory observance of RNAV1 navigation requirements in those airspace.

7.2.2  Flight planning

Operators of aircraft that are equipped with appropriate navigation equipments that meets RNAV1 or RNAV2 requirements and that received appropriate operational approval by the State where their aircraft is registered shall insert the designator letter "Z" in Item 10 (Equipment) of Flight Plan and specify "NAV/RNAV1 or RNAV2" in Item 18(Other Information).

7.2.3  Operational Approval

To be eligible for RNAV1/RNAV2 operations, navigation equipments are required to provide en-route lateral track keeping accuracy of ±1/±2 or better for 95% of the flight time. Aircraft operators who want to operate aircraft registered in Korea in RNAV1/RNAV2 airspace shall submit documents, certifying that their aircraft satisfy navigation requirements required for RNAV1/RNAV2 airspace defined by Aviation Safety Act (Article 75) and Flight Safety Regulations, to the Office of Civil Aviation or Regional Aviation Administration depending on the type of business at the address below and shall receive operational approval.

a.  Aircraft used by International Air Transportation Business

Aviation Safety Division, Office of Civil Aviation, Ministry of Land, Infrastructure and Transport

11, Doum 6-ro, Sejong-si, 30103 Republic of Korea

TEL : +82-44-201-4274

Telefax : +82-44-201-5629

b.  Aircraft used by other than International Air Transportation Business

Flight Operations Division, Seoul Regional Aviation Administration

47, Gonghang-ro, 424 Beon-gil, Jung-gu, Incheon, 22382 Republic of Korea

TEL : +82-32-740-2158

Telefax : +82-32-740-2159

Flight Operations Division, Busan Regional Aviation Administration

108, Gonghangjinip-ro, Gangseo-gu, Busan, 46723 Republic of Korea

TEL : +82-51-974-2153

Telefax : +82-51-971-1219

Safety Operations Division, Jeju Regional Aviation Administration

Gonghangro 2, Jeju city, Jeju Special-Governing Province, 63115 Republic of Korea

TEL : +82-64-797-1744~5

Telefax : +82-64-797-1759

7.2.4  Exemption Policy

An aircraft which does not meet the navigation requirements for RNAV1/RNAV2 shall not be operated in RNAV1/RNAV2 airspace in the ROK. Aircraft operators seeking to carry out a flight for the purpose of safety of life, maintenance or delivery of aircraft should, in the first instance contact Incheon Air Traffic Center at the address below:

Air Traffic Control Division, air traffic management office, Ministry of Land, Infrastructure and Transport

50-12, Maeyeo-ro 1gil, Dong-gu, Daegu (Sang Mae Dong), 41059 Repubilc of Korea

TEL : +82-53-668-0244

Telefax : +82-53-668-0276

Air Traffic Control Division, Incheon Air Traffic Control Regional Office, Ministry of Land, Infrastructure and Transport

Incheon Airport P.O Box 26, 272, Gonghang-ro, Jung-gu, Incheon, 22382, Republic of Korea

TEL : +82-32-880-0237

Telefax : +82-32-889-2381

7.2.5  Contingency Procedures
7.2.5.1  Air Traffic Control Radar Failure

In case of air traffic control radar failure during flight in RNAV1/RNAV2 airspace, the air traffic control facilities will issue alternative flight procedures and apply non-radar separation.

7.2.5.2  Communication Failure

In case of communication failure with air traffic control facilities during flight in RNAV1/RNAV2 airspace, the pilot shall continue to operate aircraft on RNAV1/RNAV2 routes according to the published communication failure procedures.

7.2.5.3  Failure of RNAV Capability while Airborne

If, as a result of the RNAV system or degradation of it below RNAV1/RNAV2, an aircraft is unable either to enter designated RNAV1/RNAV2 airspace or continue operations in accordance with the existing ATC clearance, the pilot shall obtain revised clearance from the ATC facilities. An ATC facility that receives the failure of RNAV system of that aircraft will provide clearance either continued operation with the current ATC clearance, revert to navigation using conventional aids or radar vectors until the aircraft is capable of resuming its own navigation, considering the nature of the reported failure and the overall traffic situation.

7.2.5.4  Failure of RNAV Capability before departure

In case of failure or degradation of the RNAV system which is detected before departure from an aerodrome where it is not practicable to effect repair, an aircraft operator shall change flight plan so that the aircraft is operated under the conventional instrument flight procedures.

7.2.5.5  Flight Plan Procedures

Where a failure or degradation is detected before departure, operators of such aircraft shall not insert the designator "Z" or "R" in Item 10 (Equipment) of flight plan and shall specify "RMK/RNAVINOP" in Item 18 (Other Information) to attract attention by ATC. Furthermore, for a flight that a flight plan has already been submitted, a new flight plan should be filed and the old plan cancelled. For a flight operating on a Repetitive Flight Plan (RPL), a RPL should be cancelled and a new flight plan filed.

7.2.5.6  Phraseology

Whenever initial contact on an ATC frequency is established, the pilot shall include the phrase "UNABLE RNAV DUE TO EQUIPMENT" immediately after the aircraft call sign.

7.2.6  ATS Routes
7.2.6.1 
RNAV1/RNAV2 routes within Incheon FIR are defined by WGS-84 geographical points. Pilots can use DME or GNSS as basic means of navigation and in special cases, INS(IRS) as supplementary.
7.2.6.2  The current ATS routes using conventional navigational aids (VOR, DME, etc.) will be operated for a while for the aircraft that are not equipped with GNSS receiver. In addition, RNAV1 navigation specification will be applied to ATS routes (SID, STAR) in the terminal area.
7.2.7  The Responsibility of Aircraft Operators

The on-board navigation system accuracy depends on both available air navigation facilities and airborne equipments. Accordingly, when planning a flight in designated RNAV airspace, it is the responsibility of the operator to ensure the navigation requirements for relevant RNAV airspace and to decide whether it is possible to operate the aircraft. Where position information derived from GNSS is the only input to the RNAV system, it is incumbent upon operators to confirm that the necessary coverage from GNSS is provided for the intended flight.

7.3  RNP APCH Procedures
7.3.1  General
7.3.1.1  This section provides information on the use of RNP APCH within Incheon FIR including guidance on the calculation of aerodrome operating minima supporting the introduction of APV Baro VNAV procedures.
7.3.1.2  RNP APCH LNAV and LNAV/VNAV procedures are applied only to the instrument runways in authorized aerodromes where the air traffic services is provided. RNP APCH charts of each aerodrome are contained in AD section of Aeronautical Information Publication(AIP).
7.3.1.3  Published RNP APCH procedures can be used by the aircraft that are approved appropriate navigation specifications specified by ICAO PBN Manual(Doc 9613), and pilots shall hold instrument flight rating, have the knowledge on RNP APCH procedures and be trained on it.
7.3.2  Aircraft navigation system
7.1 
7.3.2.1  The aircraft navigation system used in RNP APCH shall include at least one GNSS receiver and must be approved to conduct RNP APCH approaches with the accuracy of RNP 0.3.

Note - The terminology used in Airplane Flight Manual (AFM) may vary between aircraft types.

7.3.2.2  All approved installations must have obtained the approval for RNP APCH operations and entered in Airplane Flight Manual(AFM), Aircraft Operating Manual (AOM) or the equivalent document. Available navigation systems are as follow;
a.  A system only based on GNSS having at least one GPS receiver qualified to TSO-C129a / ET SO-C129a Class A1 or TSO-C146() / ETSOC146() Class Gamma and operational class 1, 2 or 3 or;
b.  A multi-sensor system(eg, Flight Management System) having at least one GPS receiver qualified to TSO-C129( ) / ETSO-C129( ) Class B1, C1, B3 or C3 or TSO-C145( ) / ETSO-C145( ) Class 1, 2 or 3(with equivalent integration guidance).

Note - ( ) refers to any version of the equivalent Technical Standard Order(TSO) is acceptable. That is, TSO-C129() means that either TSO-C129 or TSO-C129a is acceptable.

7.3.2.3  The aircraft operators must observe all operational limitations of navigation systems mentioned in AFM when conducting RNP APCH procedures.
7.3.2.4  Pilots must confirm that the on-board navigation database and a software version in use for the navigation system are valid for the time of flight. The entire approach procedure must be loadable, by name, from the navigation database. In any cases, manually entered and overlay procedures must not be used as a primary reference on any approach.
7.3.3  Operational Approval

Aircraft operators who want to carry out RNP APCH using the aircraft registered in ROK shall submit documents, certifying that their aircraft satisfy navigation requirements required for RNP APCH defined by Aviation Safety Act (Article 75) and Flight Safety Regulations, to the Office of Civil Aviation or Regional Aviation Administration depending on the type of business at the address below and shall receive operational approval.

a.  Aircraft used by International Air Transportation Business

Aviation Safety Division, Office of Civil Aviation, Ministry of Land, Infrastructure and Transport

11, Doum 6-ro, Sejong-si, 30103 Republic of Korea

TEL : +82-44-201-4274

Telefax : +82-44-201-5629

b.  Aircraft used by other than International Air Transportation Business

Flight Operations Division, Seoul Regional Aviation Administration

47, Gonghang-ro, 424 Beon-gil, Jung-gu, Incheon, 22382 Republic of Korea

TEL : +82-32-740-2158

Telefax : +82-32-740-2159

Flight Operations Division, Busan Regional Aviation Administration

108, Gonghangjinip-ro, Gangseo-gu, Busan, 46723 Republic of Korea

TEL : +82-51-974-2153

Telefax : +82-51-971-1219

Safety Operations Division, Jeju Regional Aviation Administration

Gonghangro 2, Jeju city, Jeju Special-Governing Province 63115, Republic of Korea

TEL : +82-64-797-1744~5

Telefax : +82-64-797-1759

7.3.4  Flight planning

Operators of aircraft that are equipped with appropriate navigation equipments that satisfies RNP APCH navigation specification and receives appropriate operational approval by the State where their aircraft is registered shall insert the designator letter "Z" in Item 10 (Equipment) of Flight Plan and shall specify "NAV/RNP APCH or RNP APCH with BARO-VNAV" in Item 18(Other Information).

7.3.5  Flight Procedure Design

Except joint use civil and military aerodromes under the Ministry of National Defence (MND), the Ministry of Land, Infrastructure and Transport (MOLIT) is responsible for the establishment of RNP APCH procedures for public aerodromes where civil aircraft are operating. RNP APCH procedures for private aerodromes shall be established by aerodrome founder or aerodrome operator based on Standards for Flight Procedures (MOLIT Standards) and receive approval by the Minister of MOLIT (Director of Air Traffic Division).

7.3.6  Calculation and Application of Aerodrome Operating Minima
Aerodrome operating minima is calculated by considering Obstacle Clearance Height (OCH) or system minima (no lower than 250 ft Minimum Descent Height (MDH)), and is published in AIP.
When vertical guidance information is provided to RNP APCH LNAV procedures, Minimum Descent Altitude (MDA) can be used as Decision Altitude (DA). The aircraft using RNP APCH LNAV/VNAV procedures can be operated at Decision Height(DH) which is no lower than 250 ft.
7.3.7  Pre-Flight Planning
7.3.7.1  Aircraft operators shall ensure that the appropriate coverage from GNSS is provided for the intended flight at an estimated arrival time before flight planning on the aerodromes where RNP APCH is expected. In the event of a predicted, continuous loss of appropriate level of fault detection of more than five (5) minutes for any part of the RNP APCH, the flight planning should be revised eg. delaying the departure or planning a different approach procedure.
7.3.7.2  Receiver Autonomous Integrity Monitoring (RAIM) availability prediction is a tool to assess the expected capability to meet the required navigation performance(RNP). Aircraft operators must be aware that because of the failure to some GNSS elements, RAIM or GNSS navigation altogether, may be lost while airborne which may require reversion to an alternate means of navigation. Therefore, the aircraft operators must include the procedures related to the failure of GNSS navigation into the pilot training and pilots also must be aware of it.
7.3.7.3  The ROK issues NOTAM on the availability of RAIM information on GNSS signal within Incheon FIR everyday.
7.3.8  Method of Operation
7.3.8.1  Air Traffic Service Procedures (MOLIT Standards) is applied for sequencing and separating aircraft at all times during RNP APCH.
7.3.8.2  Pilots who want to fly RNP APCH procedure shall request clearance to the ATC facility. Clearance to fly the procedure permits the pilot to fly in accordance with the published procedure, following the descent profile.
7.3.8.3  In order to prevent the potential for mis-setting of barometric references for RNP APCH LNAV/VNAV (APV with BARO-VNAV) procedures, Air Traffic Controllers must confirm QNH with flight crews prior to commencement of the approach.
7.3.8.4  The approach procedure commences at the Initial Approach Fix(IAF). However, where aircraft are vectored to the Intermediate Fix(IF), the RNP APCH procedure will commence at the IF.
7.3.8.5  RTF Phraseology. The following phraseology should be used when carrying out the approach procedures.
a.  When pilots request clearance for a specific approach procedure :

(aircraft call sign), request RNAV approach, via (Initial Approach Fix Designator), runway xx.

b.  When air traffic controllers clear the approach procedure requested by the pilot. :

(aircraft call sign), cleared RNAV approach, runway xx, (report at (Initial Approach Fix designator)).

c.  When the air traffic controllers request the pilot to report when established on final approach track or to report at any other relevant point in the procedure for traffic sequencing and to aid situational awareness between approaching aircraft :

(aircraft call sign), report established on final approach track;

(aircraft call sign), report 2 miles from final approach fix.

d.  When air traffic controllers instruct the pilot to report at the Final Approach Fix :

(aircraft call sign), report final approach fix.

e.  When the air traffic controllers are aware of problems with GNSS system :

(aircraft call sign), GNSS reported unreliable (or GNSS may not be available (due to interference));

In the vicinity of (location) (radius) (between (levels)). or

In the area of (description) (between (levels));

(aircraft call sign), GNSS unavailable for (specify operation) (from (time) to (time) (or until further notice));

f.  When pilots inform the controller of a RAIM indication and subsquent intentions :

(aircraft call sign), GNSS unavailable (due to (reason e.g. Loss of RAIM or RAIM alert)) (intentions);

(aircraft call sign), Loss of RAIM or RAIM alert (intentions).

7.3.8.6  After reaching the final approach fix, the pilot shall continue to fly the procedure towards the next waypoint and at the appropriate time/point either continue with the air traffic clearance received or execute the Missed Approach Procedure (MAP).
7.3.8.7  Missed Approach Procedure

The Missed Approach Procedures of RNP APCH will be designed to the same route as the conventional, using ground-based navigational aids and will be gradually converted to full RNAV Missed Approach Procedures. Considering environmental effects such as noises, all missed approach procedures will be straight ahead to a designated altitude with track guidance and will make a turn with continued climb to missed approach holding points.

7.3.8.8  Communication Failure

In the event of Air-to-Ground communications failure, the pilot should continue with the RNP APCH procedure in accordance with published loss of communication procedures.

7.3.9  Point of Contact

Pilots, ATS Providers or aerodrome operators seeking further information on the establishment of RNP APCH procedures should contact the following department;

Air Traffic Division, Office of Civil Aviation, Ministry of Land, Infrastructure and Transport

11, Doum 6-ro, Sejong-si, 339-012 Republic of Korea

TEL : +82-44-201-4301

Telefax : +82-44-201-5631

AFS : RKSLYAYX

7.4  RNP AR APCH
7.4.1  The details of the RNP AR APCH procedures will be published in the near future.