ENR 1.9 AIR TRAFFIC FLOW MANAGEMENT AND AIRSPACE MANAGEMENT

1 Air Traffic Flow Management

1.1 General

1.1.1 Air Traffic Flow Management (hereinafter referred to as “ATFM”) is a service established for the purpose of making a safer aviation environment and more effective air traffic flow by ensuring that the usage of ATC capacity is utilized to its maximum safe extent possible and actual air traffic volume demand is compatible with the capacity declared by the appropriate ATS units.

1.1.2 ATFM services are provided within Incheon FIR and applied to air traffic service units and the staffs, airport operators and IFR flights within Incheon FIR.

1.2 ATFM Service provider

1.2.1 ATCC(Air Traffic Command Center) will provide ATFM services in Inchoen FIR.

Management of ATFM restrictions from adjacent FIRs and/or ATC facilities in Incheon FIR
Allocate ATFM subject flights by issuing COBT(Calculated Off Block Time)/CTOT(Calculated Take Off Time)
Other ATFM-relevant issue management

1.2.2 Following ATC facilities operate FMU(Flow Management Unit).

DAEGU - INCHOEN ACC
SEOUL - GIMHAE - JEJU approach
INCHEON - GIMPO - JEJU airport

ATCC and FMUs operate 24 Hours.

1.3 ATFM Operation

1.3.1 ATFM services will initiate when the following situations occur:

1.3.1.1 When an imbalance of demand and capacity occurs or is predicted due to abnormal situations at the airport or airspace caused by adverse weather or malfunction of air navigation aids, etc.

1.3.1.2 When smooth air traffic flow is or is predicted to be hinder due to traffic volume increase; and

1.3.1.3 When Restrictions are issued by adjacent countries in order to manage the balance of traffic volume and demand at specific routes (fix)/airports/airspace.

1.3.1.4 When ATCC or FMU determines that traffic volume adjustment is necessary.

1.3.2 The ATFM restrictions will be minimized to reduce the impact on the relevant aircraft.

1.4 ATFM Information distribution

1.4.1 ATFM Daily Plan

1.4.1.1 ADP (ATFM Daily Plan) will be issued at 0800 UTC daily to notify the following day’s ATFM plan in advance.

1.4.1.2 ADP will includes restrictions on aerodrome/airspace, start/end time, reasons of the restrictions and expected ATFM measures.

1.4.2 ATFM Massage

1.4.2.1 When ATFM measures are in effect, ATCC will issue ATFM message, which includes the following information.

TITLE
DATE, TIME (YYMMDD 0000-0000UTC)
POSITION (FIX)
CONTENT
1. GDP (Ground Delay Program)
2. GS (Ground Stop)
3. AFP (Airspace Flow Program)
4. MIT (Miles In Trail)
5. MINT (Minutes In Trail)
6. Re-Route
REASON
OTHER NECESSARY INFORMATION

1.4.2.2 When ATFM measures are not necessary or any change occurs, the ATFM message will be canceled or modified.

1.4.3 NOTAM

If necessary, NOTAM will be issued for the ATFM measures with following items.

Application date and time period:
Application area (routes/fix/airports)
Contents
Reason of the restriction
other necessary information

1.5

ADP, ATFM message and COBT/CTOT will be provided via FMT(Flow Management Terminal) and website(http//ubikais.fois.go.kr.)

1.6 ATFM Measures

Based on the situation, various ATFM measures will be implemented.

1.6.1 Departure aircraft

Issue COBT/CTOT
Apply Minimum Departure Interval
Apply Ground Stop
FPL revise for Re-route
Issue CTO (Calculate Time over) at specified fix

1.6.2 Arrivals / Overflight

Apply Minimum entry Interval for subject airspace
Issue CTO at specified fix
Blockade of specific altitudes and/or route
Prohibit the entry of subject airspace/airport

1.7 Flight Plan and Airline’s Flight Schedule

1.7.1 Flight plan submission

Despite of ENR 1.10, an aircraft intended to fly IFR within Incheon FIR is recommended to file the flight plan at least 3 hours prior to EOBT for ATFM efficiency.

1.7.2 Flight Plan Management

If flights are subject to ATFM measure, aircraft operators shall manage their flight plan as follows. Improper plan management may result in disadvantage of slot allocation.

If 15 minutes or more delay is expected from EOBT after FPL submission, DLA MSG should be submitted via AFTN.
If flight is canceled, CNL MSG should be submitted via AFTN promptly.

1.7.3 Airline’s Flight Schedule

1.7.3.1 The ATCC may request the operator to submit the airline’s Flight Schedule (Call sign, EOBT, Destination, airways to be flown, aircraft type. etc.) only for aircraft using specific airway(fix)/ airport/airspace.

1.7.3.2 The aircraft operator shall promptly provide the schedule information when they are requested to submit update schedule from ATCC.

1.7.3.3 If update is not complied properly, it may result in isadvantage of slot allocation.

1.8 ATFM Slot and COBT/CTOT

1.8.1 ATFM slot allocation and COBT/CTOT calculating procedure

Establish a constraint area (airway (fix)/airport/airspace) to apply restrictions and create ATFM subject flight list based on schedule and/or FPL information.
Calculate ETO (Estimate Time Over) and/or ELDT (Estimate Landing Time) of subject flights based on ETD/Aircraft type/Altitude on in FPL, and weather information.
Based on the Restriction, create slots at constraint area which provides proper separation. and allocate subject flights to slots (CTO and/or CLDT) based on ETO and/or ELDT.
COBT/CTOT will be calculated from allocated slot time, in consideration of FPL, and weather information.
The COBT/CTOT could be adjusted at any time according to the change of traffic condition, restriction. etc. However, COBT/CTOT cannot be changed from 60 minutes or less based on the present time.

1.8.2 Operation for COBT/CTOT assigned flights

1.8.2.1 General

The aircraft operators and pilots shall prepare to make take off-block within COBT compliance window.
The ATC tower and ramp control shall operate to make CTOT-assigned flights take off within CTOT compliance window.
COBT/CTOT allocated flights shall follow instruction by ATC tower and ramp control without delay, unless for a specific reason,

1.8.2.2 COBT/CTOT application

A-CDM Airport : ATCC will issue CTOT and aircraft operators comply A-CDM procedure.
NON A-CDM Airport : ATCC will issue COBT/CTOT.

1.8.2.3 COBT/CTOT Compliance Window

1.8.2.3.1 COBT/CTOT compliance window will be applied separately for international flight and domestic flight as below. If taxing/take-off is occurred within compliance window, it is considered as complied.

COBT/CTOT compliance window
International	±3 minutes
Domestic	-5~+10 minutes

1.8.2.3.2 Despite the compliance window above, ATC tower shall take off aircraft as close as possible from CTOT, for the effective ATFM.

1.8.2.4 COBT/CTOT Compliance

1.8.2.4.1 Aircraft operators shall comply with their COBT. If operators are unable to comply with COBT, operators should notify to ATCC immediately and send a DLA MSG via AFTN.

1.8.2.4.2 Slot allocation for CTOT non-complied flight and late filing of FPL be conducted as below. However, if aircraft operators notify flight`s status(unable to comply COBT/CTOT, etc.) with sufficient lead-time, ATCC may adjust all subject flight`s slot, based on updated status information.

If there is a avaliable slot based on flight`s latest ETO, that slot will be assigned to the aircraft.
If there is no avaliable slot based on flight`s latest ETO, the closest empty slot will be assigned.

1.8.2.5 Slot exchange

1.8.2.5.1 Aircraft operators can exchange their allocated slots within their other slots, or other aircraft operator`s slot with mutual agreement. When aircraft operators decide to exchange slot, it shall be notified immediately to ATCC by telephone for proper application to the ATFMS.

1.8.2.5.2 ATCC may be assigned by exchanging and allocating slot to give priority to the aircraft departed at the airport which operates noise abasement procedures (hereafter referred to as “Curfew airport”)

1.8.2.6 CTO Application

When necessary, ATCC and/or ATC facilities can issue CTO at the specific fix to meet the ATFM measure requirement.

1.8.2.7 COBT/CTOT operation in Curfew airports

1.8.2.7.1 When it is expected due to curfew time of departure airport .Aircraft operators may consider slot exchange as follows

Slot exchange by themselves
Slot exchange with others

1.8.2.7.2 When it is difficult to implement 1.8.2.7.1, aircraft operators shall take into account the follows:

En-route diversion
Change of flight schedule(Cancel or delay flight schedule to next day)
Airborne holding after taking-off

1.8.3 Release time Operation

Release time for the departure aircraft could be issued by ATC units for appropriate separation. When release time issued, the time has priority in ATFM/ATC operation than COBT/CTOT.

1.9 CDM (Collaborative Decision Making) operation

1.9.1 In order to enhance effective and efficient ATFM, ATCC conduct a CDM meeting with relevant stakeholder. Major participants are military, MET agency, ATC facilities, airport operators and aircraft operators.

1.9.2 Regular CDM meeting will be held at 0700 UTC every day. Non-regular CDM meeting will be held 2 hours before a predicted event (ex : adverse weather) or anytime when necessary.

1.9.3 The result of CDM Meeting will be notified by ADP or ATFM messages.

1.10 Exception

1.10.1 The following aircraft groups should be exempted from ATFM restrictions.

Emergency aircraft (including highjacked aircraft);
Aircraft for mercy or humanitarian operations;
Aircraft for medical support operations;
SAR (search and rescue) aircraft;
Presidential aircraft;
Any other particular aircraft requested by government authorities (including military aircraft)

1.10.2 When submitting flight plan, subject of exempted flights shall notify to ATCC via telephone for ATCC`s recognition

1.11 ATCC and HELPDESK contact information

1.11.1 ATCC Contact information

Address : 50-12, 1gil Maeyeo-ro, Dong-gu, Daegu, 41059, Republic of Korea

Tel : +82-53-668-0452, IP phone 101

Telefax : +82-53-668-0465

E-mail : atcc@korea.kr

AFTN : RKDAZAZX

1.11.2 HELP DESK Contact information

Service	Phone NO
Restrictions (effective time, reasons etc)	+82-53-668-0453, IP 105
COBT/CTOT (allocation, swap, change etc)	+82-53-668-0456, IP 102
COBT/CTOT (allocation, swap, change etc)	+82-53-668-0455, IP 103

2 RVSM Policy and Procedures in the Incheon FIR

2.1 Introduction

2.1.1 The International Civil Aviation Organization (ICAO) Third Asia/Pacific Regional Air Navigation Meeting (RAN/3) recommended that Reduced Vertical Separation Minimum (RVSM) should be introduced in the Asia and Pacific region. This is due to the significant benefits to be gained by aircraft operators and air traffic services (ATS) providers. ICAO Document 9574, Manual on Implementation of a 300 m (1 000 ft) Vertical Separation Minimum between FL 290 and FL 410 Inclusive contains an explanation of RVSM.

2.2 Identification of RVSM Airspace

2.2.1 RVSM airspace is prescribed within the Incheon FIR within all ATS routes FL290 and FL410 (inclusive)

2.3 Airworthiness and Operational Approval and Monitoring

2.3.1 APPROVAL DATE.

Operators must obtain operational approval from the State of Registry to conduct RVSM operations.

2.3.1.1 Operator/aircraft of national carriers shall submit the application for RVSM airspace operation to Office of Civil Aviation, Ministry of Land, Transport, and Maritime Affairs by 25 days before flying within RVSM airspace.

2.3.2 APPROVAL PROCESS

(Source Document: FAA Interim Guidance (IG) 91-RVSM/JAA TGL #6) Operators must obtain airworthiness and operational approval from the State of Registry or State of the Operator, as appropriate, to conduct RVSM operations. On behalf of the ICAO Asia and Pacific Office, the FAA is maintaining a website (http://www.faa.gov) containing documents and policy for RVSM approval.

2.3.3 AIRCRAFT MONITORING

(Source Document: IG 91-RVSM/TGL #6, Pacific Minimum Monitoring Requirements) Operators are required to participate in the RVSM aircraft monitoring program. This is an essential element of the RVSM implementation program in that it confirms that the aircraft altitude-keeping performance standard is being met. The PARMO/MAAR will process the results of monitoring. For further information on RVSM monitoring, the PARMO web site can be accessed by accessing the "RVSM Documentation" section of the FAA RVSM website and clicking on the link to the PARMO/MAAR website.

2.3.3.1 Implementation of reduced vertical separation minimum (RVSM) shall be based on an airspace safety assessment. In order to conduct the airspace safety assessment prior to the implementation referred to ICAO Doc 9574, Large Height Deviation reports already started to collect from March 2004. Collection of those will be continued for the purpose of airspace safety monitoring after the completion of implementing RVSM. Information contained in the collected reports shall be used only for airspace safety assessment and safety monitoring

2.3.3.1.1 Action to be taken by Pilots

Pilots of aircraft operating in accordance with IFR, when deviate for any reason, 300 ft or more from cleared by ATC unit between FL 290 and FL 410 inclusive within the RVSM airspace prescribed in paragraph 2.1 above shall submit reports using the Attachment A or radio to ATC unit on each occurrence of an altitude deviation. Such shall be submitted independently of "RA reports".

2.3.3.1.2 Aircraft operators involvement

Operators approved by Ministry of Land, Transport and Maritime Affairs shall collect all Large Height Deviation reports referred in paragraph 2.3.3.1.1 and dispatch them as soon as possible to the following address:

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

Tel : +82-44-201-4301

Fax : +82-44-201-5631

2.3.3.2 Monitoring accomplished for other regions can be used to fulfill the monitoring requirements for the Asia/Pacific region. The PARMO or MAAR will coordinate with other monitoring agencies to access this information.

2.3.3.2.1 For monitoring services in the Asia/Pacific region, operators should contact the PARMO/MAAR monitoring contractor as follows:

PARMO:

TEL : +1-202-863-2175

Fax: +1-202-862-2398

E-mail : monitor@cssiinc.com
MAAR:

TEL : +66-2-287-8154

Fax: +66-2-287-8155

E-mail : maar@aerothai.co.th

2.4 ACAS II and Transponder Equipage

2.4.1 The ICAO Asia/Pacific RVSM Implementation Task Force recommends that those aircraft equipped with ACAS and operated in RVSM airspace be equipped with ACAS II. (TCAS II systems with Version 7.0 incorporated meet ICAO ACAS II standards.)

2.4.1.1 Operators must take action to inform themselves of ACAS II equipage requirements and plan for compliance. ICAO and individual States have established policies requiring ACAS II equipage and schedules for compliance. In addition, the APANPIRG has endorsed early ACAS II equipage in the region.

2.5 In-flight Procedures within RVSM Airspace

2.5.1 Before entering RVSM airspace, the pilot should review the status of required equipment (see Appendix 4 of FAA IG 91-RVSM for pilot RVSM procedures). The following equipment should be operating normally:

two primary altimetry systems;
one automatic altitude-keeping device;
one altitude-alerting device; and
one SSR altitude reporting transponder

2.5.2 See Attachment B to this AIP Supplement or Appendix 5 of FAA IG 91-RVSM for pilot and controller actions in contingencies. The pilot must notify ATC whenever the aircraft:

is no longer RVSM compliant due to equipment failure; or
experiences loss of redundancy of altimetry systems; or
encounters turbulence that affects the capability to maintain flight level.

2.5.2.1 In the event that ATC units are notified by the Pilot of any such condition, as described in paragraph 2.5.2, 2 000 ft(600 m) vertical separation or proper lateral separation shall be applied in the Incheon FIR.

2.5.2.2 In the event of Non-Radar environment, the contingency procedures prescribed Regional Supplement Procedures (ICAO SUPPS-Doc 7030 MID/ASIA/RAC-4) will be applied in the Incheon FIR.

2.5.3 TRANSITION BETWEEN FL’s

During cleared transition between levels, the aircraft should not overshoot or undershoot the assigned FL by more than 150 ft(45 m).

2.5.4 PILOT LEVEL CALL. Except in radar environment, pilots shall report reaching any altitude assigned within RVSM airspace.

2.6 FLAS (Flight Level Assignment Scheme)

2.6.1 Single Alternate FLOS(Flight Level Orientation Scheme) will be used within Incheon FIR:

FLAS on A593

SADLI

0°∼179°

NIRAT

Remarks

FL410

FL370

FL350

FL330

FL270*

→

FL410

FL370

FL350

FL330

FL270*

* CVSM Level

SADLI

180°∼359°

NIRAT

Remarks

FL380

FL360

FL340

FL320

FL260*

←

FL380

FL360

FL340

FL320

FL260*

* CVSM Level

FLAS : A586

RUGMA

0°∼179°

CJU

Remarks

FL380

FL360

FL340

FL320

FL260*

←

FL380

FL360

FL340

FL320

FL260*

* CVSM Level

RUGMA

180°∼359°

CJU

Remarks

FL410

FL370

FL350

FL330

FL270*

→

FL410

FL370

FL350

FL330

FL270*

* CVSM Level

FLAS on G203

PSN

0°∼179°

KALEK

Remarks

FL410

FL390

FL370

FL350

FL330

FL310

FL290

→

FL410

FL390

FL370

FL350

FL330

FL310

FL290

PSN

180°∼359°

KALEK

Remarks

FL380

FL340

FL300

←

FL380

FL340

FL300

FLAS on G339

PSN

0°∼179°

INVOK

Remarks

FL410

FL390

FL370

FL350

FL330

FL310

FL290

→

FL410

FL390

FL370

FL350

FL330

FL310

FL290

PSN

180°∼359°

INVOK

Remarks

FL400

FL360

FL320

←

FL400

FL360

FL320

FLAS on A582

PSN

0°∼179°

APELA

Remarks

FL410

FL390

FL370

FL350

FL330

FL310

FL290

→

FL410

FL390

FL370

FL350

FL330

FL310

FL290

PSN

180°∼359°

APELA

Remarks

FL380

FL340

FL300

←

FL380

FL340

FL300

Note. Altitude assignment in RVSM Airspace not listed above will be applied in accordance with the Letter of Agreement between the ACC concerned based on Single Alternate FLOS.

2.6.2 When transitioning between levels, the aircraft will not overshoot or undershoot the assigned FL by more than 150 ft (45 m).

2.7 Flight Planning Requirements

2.7.1 Except Paragraph 2.8.4 and 2.8.5 below, RVSM approval is required for operators and aircraft to operate within designated RVSM airspace. The operator must determine that the appropriate State authority has granted them RVSM operational approval and they will meet the RVSM requirements for the filed route of flight and any planned alternate routes. The letter "W" shall be inserted in item 10 (Equipment) of the ICAO standard flight plan to indicate that both the aircraft and operator are RVSM approved.

2.7.2 All operators of RVSM approval aircraft shall also include the letter "W" in Item Q of the repetitive flight plan (RPL), regardless of the requested flight level. If a change of aircraft operated in accordance with a repetitive flight plan results in a modification of the RVSM approval status as stated in Item Q, a modification message (CHG) shall be submitted by the operator.

2.8 Procedures for Operation of RVSM Non Compliant Aircraft in RVSM Airspace

2.8.1

FLIGHT PRIORITY. It should be noted that RVSM approval aircraft will be given priority for level allocation over non-RVSM approval aircraft.

2.8.2 VERTICAL SEPARATION APPLIED. The vertical separation minimum between RVSM non compliant aircraft operating in the RVSM stratum and all other aircraft is 2 000 ft.

2.8.3 PHRASEOLGY. Phraseologies to be used for RVSM operations are listed in Chapter 12 of the ICAO PANS-ATM. (Doc 4444)

2.8.4 CONTINUOUS CLIMB/DESCENT OF NON COMPLIANT AIRCRAFT THROUGH RVSM AIRSPACE. RVSM non compliant aircraft may be cleared to climb to and operate above FL 410 or descend to and operate below FL 290 provided that they:

Do not climb or descend at less than the normal rate for the aircraft and
Do not level off at an intermediate level while passing through the RVSM stratum.

2.8.5 SPECIAL COORDINATION PROCEDURES FOR CRUISE OPERATION OF RVSM NON COMPLIANT AIRCRAFT IN RVSM AIRSPACE. RVSM non compliant aircraft may not flight plan between FL 290 and FL 410 inclusive within RVSM airspace except for the following situations:

The aircraft is being initially delivered to the State of Registry or Operator (see Paragraph 4.9 for additional details and information); or
The aircraft was formally RVSM approved but has experienced an equipment failure and is being flown to a maintenance facility for repair in order to meet RVSM requirements and/or obtain approval; or
The aircraft is transporting a spare engine mounted under the wing; or
The aircraft is being utilized for mercy or humanitarian purposes; or
State aircraft (those aircraft used in military, custom and police services shall be deemed state aircraft)

Note: These procedures are intended exclusively for the purposes of indicated above and not as a means to circumvent the normal RVSM approval process.

2.8.5.1 The assignment of cruising levels to RVSM non compliant aircraft listed in paragraph 2.8.5 (a) to (e) shall be subject to an ATC clearance. But, In case of the aircraft listed in paragraph 2.8.5 (e), LOA or practical procedures between Incheon ACC and facilities concerned will be applied.

2.8.5.1.1 Aircraft operators of RVSM non compliant Aircraft listed in paragraph 2.8.5 (a) to (e) shall include the "STS/APVD NONRVSM" in Field 18 of the ICAO Flight Plan. The pilot must use the phraseology including "NEGATIVE RVSM" when requesting IFR Clearance; ATC facilities concerned shall notify this information to Incheon ACC.

2.8.5.2 When necessary, the Incheon Air Traffic Control Regional Office may be contacted as follows:

Incheon Air Traffic Control Regional Office(Incheon ACC)

Tel : +82-32-880-0288

Telefax : +82-32-889-5906

Email : g_atcdiv@molit.go.kr

AFS : RKRRZQZX

2.9 Delivery Flights for Aircraft that are RVSM Compliant on Delivery

2.9.1 An aircraft that is RVSM compliant on delivery may operate in RVSM airspace provided that the crew is trained on RVSM policies and procedures applicable in the airspace and the responsible State issues the operator a letter of authorization approving the operation. State notification to the PARMO should be in the form of a letter, e-mail or fax documenting the one-time flight. The planned date of the flight, flight identification, registration number and aircraft type/series should be included.

2.10 Suspending the use of 300 m (1 000 ft) Vertical Separation Minimum in the affected area

2.10.1 ATC will consider not using temporarily 300 m (1 000 ft) Vertical Separation Minimum within affected areas of the Inchoen FIR when there are pilot reports of greater than moderate turbulence.

2.11 Guidance for Pilots and Controllers for Actions in the Event of Aircraft System Malfunction or Turbulence Greater than Moderate

2.11.1 See Attachment B for guidance in these circumstances.

2.12 Procedures for Air-Ground Communication Failure

2.12.1 The air-ground communication failure procedures specified in ICAO PANS-ATM Doc 4444 should be applied.

3 Offset Procedures

3.1 To improve safety in congested airways, Daegu/Incheon ACC decides to enforce offset procedures to the civil aircraft that are equipped with FMS(Flight Management System). Each aircraft equipped with FMS is to receive offset instruction from an air traffic controller in concerned airways under this offset procedure enforcement.

3.2 Segment of Offset Operation

3.2.1 Between KARBU and KAE and ANDOL on G597(E)/ Y697(E)/B467/Y437/L512

3.2.2 Between MAKET and TOPAX on Y579

3.3 Offset Operation Hours

3.3.1 Offset procedures mentioned in 3.2.1 and 3.2.2 are operated 0700~2200KST (2200~1300UTC) daily.

3.4 Offset Procedure

3.4.1 Offset procedure between KARBU and KAE and ANDOL on G597(E)/Y697(E)/B467/Y437/L512

Eastbound aircraft from KARBU will be applied 3 miles right of G597/Y697/B467/Y437/L512 centerline.
Westbound aircraft from ANDOL will be applied 3 miles right of G597/Y697/B467/Y437/L512 centerline.

4 Airspace management

4.1 General

4.1.1 The purpose of airspace management in the Republic of Korea is to systematically and effectively control and manage national airspace for the safe and expeditious operation of aircraft within the Incheon FIR and guarantee flight safety.

4.1.2 Airspace management is applicable to airspace management agencies within the Incheon FIR, its employees, and airspace users.

4.2 Matters Concerning the Classification and Designation of Airspace

4.2.1 The Minister of Land, Infrastructure and Transport shall designate and publish the classification of airspace within the Incheon FIR to manage airspace in a systematic and effective manner as follows:

4.2.2 Controlled Airspace : Airspace where instructions are provided by the Minister of Land, Infrastructure and Transport concerning the order, time period, and method of aircraft operation to ensure air transportation safety

4.2.3 Uncontrolled Airspace :　Airspace excluding controlled airspace where advice and flight information is provided for pilots to safely operate their aircraft

4.2.4 Prohibited airspace : Airspace where it is necessary to restrict and/or prohibit operation of aircraft to ensure flight safety

4.2.5 Warning Airspace : Airspace which requires special attention and vigilance by pilots to ensure flight safety

4.2.6 Detailed matters concerning designation, management and etc. shall refer Airspace Management Manual

(Web site : www.molit.go.kr)

Attachment A

Attachment B

CONTINGENCY SCENARIOS.

The following paragraphs summarize pilot actions to mitigate the potential for conflict with other aircraft in certain contingency situations.

* Scenario 1: All automatic altitude control systems fail (e.g., Automatic Altitude Hold).

The Pilot should	ATC can be expected to
Initially
Maintain Cleared Flight Level (CFL)
Evaluate the aircraft's capability to maintain altitude through manual control.
Subsequently
Watch for conflicting traffic both visually and by reference to ACAS, if equipped.
If considered necessary, alert nearby aircraft by making maximum use of exterior lights; broadcasting position, FL, and intentions on 121.5 MHz (as a back-up, the VHF inter-pilot air-to-air frequency, 123.45 MHz, may be used.)
Notify ATC of the failure and intended course of action. Possible courses of action include:	Obtain pilots intentions, and pass essential traffic information.
1) maintaining the CFL and route, provided that the aircraft can maintain level.	1) If the pilot intends to continue in RVSM airspace, assess traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation, and if so, apply the appropriate minimum.
2) requesting ATC clearance to climb above or descend below RVSM airspace if the aircraft cannot maintain CFL and ATC cannot establish lateral, longitudinal or conventional vertical separation.	2) If the pilot requests clearance to exit RVSM airspace, accommodate expeditiously, if possible.
	3) Notify adjoining ATC facilities/ sectors of the situation.

* Scenario 2: Loss of redundancy in primary altimetry systems

The Pilot should	ATC can be expected to
If the remaining altimetry system is functioning normally, couple that system to the automatic altitude control system, notify ATC of the loss of redundancy and maintain vigilance of altitude keeping. If unable to confirm primary altimeter system accuracy, follow pilot actions listed in the Scenario 3.	Acknowledge the situation and continue to monitor progress

* Scenario 3: All primary altimetry systems are considered unreliable or fail

The Pilot should	ATC can be expected to
Maintain CFL by reference to the standby altimeter (if the aircraft is so equipped).
Alert nearby aircraft by making maximum use of exterior lights; broadcasting position, FL, and intentions on 121.5 Mhz (as a back-up, the VHF inter-pilot air-to-air frequency, 123.45 MHz, may be used).
Consider declaring an emergency. Notify ATC of the failure and intended course of action. Possible courses of action include:	Obtain pilot's intentions, and pass essential traffic information.
1) maintaining CFL and route provided that ATC can provide lateral, longitudinal or conventional vertical separation.	1) If the pilot intends to continue in RVSM airspace, assess traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation, and if so, apply the appropriate minimum.
2) requesting ATC clearance to climb above or descend below RVSM airspace if ATC cannot establish adequate separation from other aircraft.	2) If the pilot requests clearance to exit RVSM airspace, accommodate expeditiously, if possible.
	3) Notify adjoining ATC facilities/sectors of the situation.

* Scenario 4: The primary altimeters diverge by more than 200 ft

The Pilot should

Attempt to determine the defective system through established trouble-shooting procedures and/or comparing the primary altimeter displace to the standby altimeter (as corrected by the correction cards, if required).

If the defective system can be determined, couple the functioning altimeter system to the altitude-keeping device.

If the defective system cannot be determined, follow the guidance in Scenario 3 for failure or unreliable altimeter indications of all primary altimeters.

* Scenario 5: Turbulence (greater than moderate) which the pilot believes will impact the aircraft's capability to maintain flight level.

The Pilot should	ATC can be expected to
Watch for conflicting traffic both visually and by reference to ACAS, if equipped.
Alert nearby aircraft by If considered necessary, alert nearby aircraft by: making maximum use of exterior lights; broadcasting position, FL, and intentions on 121.5 Mhz (as a back-up, the VHF inter-pilot air-to-air frequency, 123.45 MHz, may be used).
Notify ATC of intended course of action as soon as possible. Possible courses of action include:
1) maintaining CFL and route provided ATC can provide lateral, longitudinal or conventional vertical separation.	1) Assess traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation, and if so, apply the appropriate minimum.
2) requesting flight level change, if necessary.	2) If unable to provide adequate separation, advise the pilot of essential traffic information and request pilot's intentions.
	3) Notify adjoining ATC facilities/sectors of the situation.