ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES

1 General

1.1 The holding, approach and departure procedures in use for the aerodromes listed in the table below are based on those contained in ICAO Doc 8168 - Procedures for Air Navigation Service-Aircraft Operations(PANS-OPS).

NR	Aerodrome	Location Indicator
1	Incheon	RKSI
2	Cimpo	RKSS
3	Jeju	RKPC
4	Yangyang	RKNY
5	Yeosu	RKJY
6	Ulsan	RKPU*
7	Muan	RKJB
8	Uljin	RKTL
9	Jeongseok	RKPD
* Instrument approach procedures for RWY 18 are based on U.S TERPS.

1.2 The holding, approach and departure procedures in use for the aerodromes listed in the table below are based on those contained in the United States Standards for Terminal Instrument Approach Procedures(TERPS).

NR	Aerodrome	Location Indicator	NR	Aerodrome	Location Indicator
1	Gimhae*	RKPK	6	Wonju*	RKNW
2	Cheongju*	RKTU	7	Sacheon*	RKPS
3	Daegu*	RKTN	8	Seoul*	RKSM
4	Gwangju*	RKJJ	9	Pohang* Pohang Gyeongju*	RKTH
5	Gunsan*	RKJK
* Joint use civil and military aerodromes under the Ministry of National Defence(MND).

2 Arriving flights

2.1 IFR flights entering and landing within a terminal control area will be cleared to a specified holding point and instructed to contact a designated Approach Control at a specified time, level or/and position. The terms of those clearance shall be adhered to until further instructions are received from the Approach Control. If the flights reach at the clearance limit before further instructions received, holding procedure shall be carried out at the level last authorized.

2.2 Due to the limited airspace available, it is important that the approaches to the patterns and the holding procedures be carried out as precisely as possible. Pilots are strongly requested to inform ATC if for any reason the approach and/or holding cannot be performed as required.

2.3 Maneuvering(Circling) Areas are listed in Diagram 1 and Tables 1 and 2-1, 2-2 as follows:

<Table 1> PANS-OPS

Example of visual maneuvering(circling) area for aerodromes at 1 000 ft MSL

Aircraft Category	Max speeds for visual maneuvering(kt) (Circling)	Circling Area Maximum radii from RWY THR(NM)
A	100	1.68
B	135	2.66
C	180	4.20
D	205	5.28
E	240	6.94

<Table 2-1> STANDARD CIRCLING APPROACH MANEUVERING AIRSPACE RADIUS(TERPS)

Aircraft Category	Speeds for Circling(kt)	Circling Area Maximum radii from RWY THR(NM)
A	Speed less than 91 kt	1.30
B	Speed 91 kt or more but less than 121 kt	1.50
C	Speed 121 kt or more but less than 141 kt	1.70
D	Speed 141 kt or more but less than 166 kt	2.30
E	Speed 166 kt or more	4.50

<Table 2-2> EXPANDED CIRCLING APPROACH MANEUVERING AIRSPACE RADIUS(TERPS)

Circling MDA in feet MSL	Approach Category and Circling Radius(NM)
Circling MDA in feet MSL	CAT A	CAT B	CAT C	CAT D	CAT E
1 000 or less	1.3	1.7	2.7	3.6	4.5
1 001 - 3 000	1.3	1.8	2.8	3.7	4.6
3 001 - 5 000	1.3	1.8	2.9	3.8	4.8
5 001 - 7 000	1.3	1.9	3.0	4.0	5.0
7 001 - 9 000	1.4	2.0	3.2	4.2	5.3
9 001 and above	1.4	2.1	3.3	4.4	5.5

2.3.1 The approaches using expanded circling approach areas can be identified by the presence of the

symbol on the circling line of minima.

2.4 Circling minima

In some busy terminal areas, ATC may not allow circling and circling minimums will not be published. Published circling minimums provide obstacle clearance when pilots remain within the appropriate area of protection. Pilots should remain at or above the circling altitude until the aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers. Circling may require maneuvers at low altitude, at low airspeed, and in marginal weather conditions. Pilots must use sound judgment, have an indepth knowledge of their capabilities, and fully understand the aircraft performance to determine the exact circling maneuver since weather, unique airport design, and the aircraft position, altitude, and airspeed must all be considered. The following basic rules apply:

2.4.1 Maneuver the shortest path to the base or downwind leg, as appropriate, considering existing weather conditions. There is no restriction from passing over the airport or other runways.

2.4.2 It should be recognized that circling maneuvers may be made while VFR or other flying is in progress at the airport. Standard left turns or specific instruction from the controller for maneuvering must be considered when circling to land.

3 Departing flights

3.1 IFR flights departing from controlled aerodromes will receive initial ATC clearances from the local aerodrome control tower. The clearance limits will normally be the aerodrome of destination.

3.2 Detailed instructions with regard to routes, turns, etc. will be issued before or after take-off.

4 Other relevant information and procedures

4.1 Minimums are specified for various aircraft approach categories based upon a value 1.3 times the stalling speed of the aircraft in the landing configuration at maximum certified gross landing weight. Aircraft Approach Categories are listed in Table 3 as follows:

<Table 3> Aircraft Approach Category

Aircraft Approach Category	Speed(IAS)
A	Speed less than 91 kt
B	Speed 91 kt or more but less then 121 kt
C	Speed 121 kt or more but less then 141 kt
D	Speed 141 kt or more but less then 166 kt
E	Speed 166 kt or more

4.2 An aircraft shall fit in only one aircraft approach category. If it is necessary to maneuver at speeds in excess of the upper limit of a speed range for a category, the minimums for the next higher category should be used. If it is necessary, while circling-to-land, to maneuver at speeds in excess of the upper limit of the speed range for each category, due to the possibility of extending the circling maneuver beyond the area for which obstruction clearance is provided, the circling minimum for the next higher approach category should be used. For example, an aircraft which falls in Category C, but is circling to land at a speed of 141 knots or higher should use the approach category "D" minimum when circling to land.