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 (P 518, P 73A/B, etc) or Special Use Airspace (ACMI, R17, etc), especially when flying north of NCN R-270 and R-080 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.

1.5  Preferential RWY System

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

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
00:00~12:00	15R/33L, 16/34	15L/33R, 16/34
12:00~00:00	15L/33R or 15R/33L

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

1.8 Flight limitations

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

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

2.1  Transponder

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

3.1  ATC clearance

aircraft shall obtain ATC clearance from Incheon Delivery prior to push-back.

3.2  Procedures for start-up and push back

1. When the pilot is ready for start-up and pushback, the pilot shall contact Incheon Apron and provide the following:

   (1) Call sign

   (2) Gate/Stand number

   (3) Release time(International departures only)

2. Ground crews (Ground handler, aircraft maintenance) must ensure that the area behind the aircraft shall be clear of vehicles, equipment and other obstructions prior to engine start-up or aircraft push back for smooth and safe aircraft movements.

3. A pilot shall confirm with ground crews (Ground handler, aircraft maintenance) whether there is no hazard to the aircraft starting up. The pilot shall not ask Incheon Apron for engine start-up and push back until its safety check-up is fully confirmed. If there is any elements posing a potential failure, the pilot shall ask Incheon Apron for push back only. After moving and standing the aircraft at a safety area, the pilot can ask the engine start-up.

4. 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.

5. 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.

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

7. 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.

8. 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.

9. 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.

10. Delays may be expected due to other aircraft to pushback or to taxi as distances between aircraft gates/stands vary

11. 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.

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

3.3  Taxi routes for departure runway 15R, 33L from cargo apron.

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

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

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

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	1E 4E 5W	1 to 17
		R7 R8	4E 5W	18 to 36
		R4 - M5 R4(R6) - R7 R4(R6) - R8	1W 4E 5W	37 to 50
		R7 R8	4E 5W	103,105,107,109,111,113, 115,117,119,121,123,125, 127,129,131,132
Apron 2	121.8 Mhz	R9 R10	6E 7W	101,102,104,106,108,110, 112,114,118,122,124,126, 128,130
				301 to 315
Apron 3	122.325 Mhz	R1 - R11 R1 - R12 R1 - A13(A16)	8E 9w 10E(13E)	262 to 271
		R1 - A13(A16) R1 - R12	10E(13E) 9W	341 to 347
		R4 - R11 R4 - M13(M16)	8E 9W 10W(13W)	227 to 236
		R4 - R11 R4 - M13(M16)	8E 10W(13W)	351 to 357
		R11 R12	8E 9W	237 to 261 321 to 336
Cargo Apron 1	121.875 Mhz	D2 D3	3Y 4Y	601 to 616 621 to 636
Cargo Apron 2		D4 D5	5Y 6Y	641 to 647
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 2-46, 2-46-2 (Aerodrome Ground Movement Charts)

4.1  De/anti-icing phase notification

Ice Phase	Application of phase
Phase 1 (BLUE)	Average minutes required to request deicing by pilot from It is estimated that the average time between aircraft EOBT and being airborne will be less than 60 minutes.
Phase 2 (YELLOW)	Average minutes required to request deicing by pilot from It is estimated that the average time between aircraft EOBT and being airborne will range from 60 minutes to 119 minutes.
Phase 3 (ORANGE)	Average minutes required to request deicing by pilot from It is estimated that the average time between aircraft EOBT and being airborne will range from 120 minutes to 239 minutes.
Phase 4 (RED)	Average minutes required to request deicing by pilot from It is estimated that the average time between aircraft EOBT and being 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, 824, 825 pads

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

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

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

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

6. D South zone : 841, 842 pads

7. D North zone : 851, 852 pads

4.3  De-icing operational procedures

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.

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	2E 3E 4W	1 to 17
   		R7 R8	4W 5E	18 to 36
   		M6 - R4 R7 - R4(R6) R8 - R4(R6)	2W 4W 5E	37 to 50
   		R7 R8	4W 5E	103,105,107,109,111,113, 115,117,119,121,123,125, 127,129,131,132
   Apron 2	121.8 Mhz	R9 R10	6W 7E	101,102,104,106,108,110, 112,114,118,122,124,126, 128,130
   				301 to 315
   Apron 3	121.325 Mhz	R11 - R1 A14 - R1	8w 11E	262 to 271 341 to 347
   		R12 - R4 M14 - R4	9E 11W	227 to 236 351 to 357
   		R11 R12	8W 9E	237 to 261 321 to 336
   Cargo Apron 1	121.875 Mhz	D2 D3	3Y 4Y	601 to 616 621 to 636
   Cargo Apron 2		D4 D5	5Y 6Y	641 to 647
   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.

6.1  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	121.8 MHz shall be monitored during engine perfomance check in temporary run-up areas
   14A (North part of TWY A)

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 Act, Article 54 and its Enforcement Regulations Article 189, which are available from :

   Flight Operations Division

   Seoul Regional Aviation Administration

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

   400-718, Republic of Korea

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

   Fax : +82-32-740-2159

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

   1) Aircraft type and register number ;

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

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

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 16 - N2, N3 or S

      RWY 34 - N5, N6 or N8

      Refer to Low Visibility Procedure diagram Pages.

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

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

4. Departing aircraft

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

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

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

   RWY 16 - M → N8

   RWY 34 - M → S

   Refer to Low Visibility Procedure diagram Pages.

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.

11.1  The Procedure will come into effect upon issuing the advisory of "Gate Hold Procedures in Effect" through an appropriate frequency or ATIS broadcast.

11.2  Pilot shall contact Clearance Delivery for ATC clearance five(5) minutes prior to being ready for Push-back.

11.3  After receiving ATC clearance, the pilot shall contact Incheon Apron frequency and continuously monitor the frequency

11.4  To ensure the efficiency and avoid unnecessary departure delays, pilots shall make engine start-up or push back requests from Incheon Apron only when they are actually ready to do so.

11.5  When operationally beneficial, Incheon Apron will issue an expected engine startup by using the following phraseology "Expect engine start (time)."

11.6  Pilots must monitor Incheon Apron frequency for update information as the delay changes.

11.7  Although the sequency of departure will be maintained in accordance with initial call-up, the priority of departure is subject to change according to the release time that should be kept for the purpose of airport operations, or the slot time allocated to a specified aircraft.

11.8  Failure to respond to two successive calls may cause the readjustment of departure sequency.

11.9  Gate hold procedures will be terminated by issuing the advisory of "Gate Hold Procedures are terminated" through an appropriate frequency or ATIS broadcast.

12.1  Runway

All runways are available for the ICAO Code F aircraft

12.2  RWY-holding position markings

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

12.3  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.

12.4  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
   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

   
   

12.5  Parking stands

	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
Remote Stands	228	O	O
	304	O	O
	306	O	O
	310	O	O
	312	O	O
	341	O	O
	342	-	O
	351	O	O
	352	-	O

13.1  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.

1.1  Take off

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

1. Runway 33 L/R, 34 :

   - Noise Abatement Departure Procedure ONE (NADP ONE)

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

2. Runway 15 L/R, 16 :

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

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

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

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

1.2  Restricted use of Runway 34/16

Take-off and landing on Runway 34/16 will not be allowed from 1200 to 0000 UTC, except emergency aircraft, weather, ground conditions, and traffic volume.

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, 121.8 MHz, 121.875 MHz

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 should request for ATC clearance from Clearance Delivery not more than 15 minutes prior to EOBT with the following information.

   1. Aircraft identification

   2. Type of aircraft

   3. Destination

   4. Proposed flight level(for enroute separation)

   5. Gate or stand number

   6. 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. Pilot shall check the validity of ATC clearance with the Clearance delivery if push-back or engine start-up is not exercised within 10 minutes after receiving ATC clearance(except ATC purpose's delay).

   Otherwise, ATC clearance that is already issued may be cancelled without notification due to the flow of traffic

1.2  Speed Restrictions

1. All aircraft shall not exceed 250 kt IAS below 10 000 ft AMSL in SEOUL TMA, unless otherwise authorized by ATC. If the minimum safe speed is greater than 250 kt IAS, the aircraft may maintain the minimum safe speed without ATC authorization.

2. ATC typically will apply the following speed restrictions in SEOUL TMA:

   1. Initial approach phase : 220 kt IAS or above

   2. Base leg/Heading to final approach : 180 kt IAS – 220 kt IAS

   3. Established on final approach to 8 NM : 160 kt IAS – 180 kt IAS

   4. Final approach to 5 DME : 160 kt IAS

3. When a new ATC instruction (non-speed related) is being issued(eg. ILS approach clearance), pilots shall continue to maintain 160 kt IAS until 5 DME from GP(for ILS Approach) or 5 NM from RWY THR(for other than ILS approach). Aircraft unable to comply with these speed instructions must inform ATC as early as possible and state what speed can be used. In this case, pilot shall maintain the ATC instructed speed until 5 DME from GP or 5 NM from RWY THR.

4. 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.

5. When ATC use “NO When ATC use “NO [ATC] SPEED RESTRICTIONS” RTF phraseology, pilot shall note that all speed control restrictions are cancelled and preferred speed may be flown without any speed restrictions.ATC] SPEED RESTRICTIONS” RTF phraseology, pilot shall note that all speed control restrictions are cancelled and preferred speed may be flown without any speed restrictions.

6. When ATC use “RESUME NORMAL SPEED“ RTF phraseology, pilot shall note that the previously issued speed restriction by ATC is cancelled but comply with SEOUL TMA speed restriction(MAX 250 kt IAS below 10 000 ft, 160 kt IAS to 5 NM/DME)

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, 16	RNAV KARBU 1N / RNAV SEL 1T
      	G585(GUKDO)	15L/R, 16	RNAV GUKDO 1N / RNAV SEL 1T
      	Y644(REBIT)	15L/R, 16	RNAV REBIT 1N
      	Y722(OLMEN)	15L/R, 16	RNAV OLMEN 1N
      	G597(KARBU)	33L/R, 34	RNAV KARBU 1P / RNAV BIKSI 1M*
      	G585(GUKDO)	33L/R, 34	RNAV GUKDO 1P / RNAV CUN(Yechon) 1M*
      	Y644 (COWAY/GONAV)	33L/R, 34	RNAV COWAY 1P / RNAV COWAY 1A / RNAV GONAV 2M*
      	Y722(OLMEN)	33L/R, 34	RNAV OLMEN 1P / RNAV PUMOS 1M*

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

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

2. Assignment of Standard Instrument Departure(SID)

   1. Passenger flight

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

   2. Cargo flight

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

3. Use of SID / STAR

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

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 and G597 inbound to Incheon international airport to ensure efficient arrival and approach operation as far as possible during specified time.

   1. Operation time : 1400 ~ 1900 UTC

   2. Available RWY : 33 L/R

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

2. ATC instructions

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

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

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

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

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

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

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

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

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

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

   2. Fixed wing : 1 500 ft AMSL

5. VFR Flight procedure

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

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

      2) to transiting through Incheon Control Zone.

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

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

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

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)

3.1  In VMCs:

1) Squawk 7600

2) Continue to fly in VMC

3) Land at nearest suitable aerodrome

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 :