Departing IFR flights shall contact GIMHAE Delivery(121.725 MHz) to obtain ATC clearance at least 5 minutes prior to push back.

1. When ready to push back, aircraft contact GIMHAE APRON and provide the following :

   1. Call sign

   2. Gate or stand number

   3. Release time(if necessary)

2. Ground crews (Ground handler, aircraft maintenance) must ensure that the area behind the aircraft shall be clear of vehicles, equipment and other OBST prior to engine start-up or aircraft push back for smooth and safety 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 an GIMHAE 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 the GIMHAE 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 thrust on an Idle. In case of using breakaway thrust, it should be used to a minimum.

5. The following table describe the procedures for the pushback of aircraft from the various aircraft stands. When it becomes necessary to vary a procedure to expedite aircraft movements, GIMHAE APRON CONTROL will specify instructions to the pilot.

   Aircraft stands	Pushback Procedures	Phraseology
   1 - 9, 19 - 24, 26 - 29	The ACFT shall be pushed back to face south (or north).	Push back approved, to face south (or north)
   10	The ACFT shall be pushed back to face south (or north).	Push back approved, to face south (or north)
   	When the ACFT is required to perform one-engine start using ASU(Air Start Unit) on the ACFT stand, ground crews must ensure that the area behind the ACFT shall be clear of vehicles, equipment and other OBST prior to engine start-up.	-
   11	The ACFT shall be pushed back till its nosewheel is at the start point 4 (or pushed back to face north).	Push back approved, to start-point 4 (or to face north)
   	When the ACFT is required to perform one-engine start using ASU(Air Start Unit) on the ACFT stand, ground crews must ensure that the area behind the ACFT shall be clear of vehicles, equipment and other OBST prior to engine start-up.	-
   25	The ACFT shall be pushed back to face south (or north).	Push back approved, to face south (or north)
   	Self-maneuvering is permitted for ACFT with a wingspan less than 31 m. Ground crews(ground handler, aircraft maintenance) must ensure that the area near the self-maneuvering path shall be clear of vehicles, equipment and other OBST prior to engine start-up for smooth and safety aircraft movements	-
   41	The ACFT shall be pushed back and towing forward till its nosewheel is at the start point 1.	Push back approved, to start-point 1
   12, 31 - 38, 42 - 48	The ACFT shall be pushed back till its nosewheel is at the intersection of lead-in line and taxi lane.	Push back approved
   52, 55 55L, 55R	The ACFT shall be pushed back till its nosewheel is at the start point 2(or 3).	Push back approved, to start-point 2(or 3)
   53, 53L, 53R, 54, 54L, 54R	The ACFT shall be pushed back till its nosewheel is at the start point 2.	Push back approved, to start-point 2
   51, 58, 58L, 58R	The ACFT shall be pushed back till its nosewheel is at the start point 3.	Push back approved, to start-point 3
   51L	The ACFT shall be pushed back till its nosewheel is at the start point 3.	Push back approved, to start-point 3
   	When 51R stand is occupied by ACFT with a wingspan less than 20.01 m or unoccupied, self-maneuvering is permitted for ACFT with a wingspan less than 20.01 m.	-
   51R	The aircraft shall be pushed back till its nosewheel is at the start point 3.	Push back approved, to start-point 3
   	When 51L stand is occupied by ACFT with a wingspan less than 20.01 m or unoccupied, self-maneuvering is permitted for ACFT with a wingspan less than 20.01 m.	-
   57	The ACFT shall be pushed back till its nose-tip is crossed east side of GSE road and faces west.	Push back approved, to face west

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

   Apron	RWY in use	Route		Apron FREQ	R.T.P.		Ground FREQ
   		Fixed wing	HEL		Fixed wing	HEL
   Domestic, International 1 and 2	36L	G8, G11	G7, G11	121.65 MHz 317.45 MHz	G8(hold line), G11(hold line)	G7(hold line), G11(hold line)	121.9 MHz 275.8 MHz
   	36R	G8, G10			G8(hold line), G10(hold line)
   	18L	G7, G9			G7(hold line), G9(hold line)
   	18R	G7, G9			G7(hold line), G9(hold line)

2. Aircraft will normally be transferred to GIMHAE GROUND prior to the RTP. Unless otherwise directed, aircraft may automatically contact GIMHAE GROUND at the RTP.

3. Aircraft shall not proceed beyond the RTP without clearance from GIMHAE GROUND.

Unless otherwise instructed, aircraft should use the following routes:

1. RWY 36L in use : Apron - P - S or E5 - C7

2. RWY 36R in use : Apron - P - E5

3. RWY 18L in use : Apron - P - E1

4. RWY 18R in use : Apron - P - E1 - C1

5. When necessary, aircraft obtained intersection take-off clearance from the TWR may proceed to RWY through Central taxiway.

6. Aircraft standing on KAL parking area (PDM) located in the west part of AD shall proceed to RWY through "W2" or "W3" taxiway.

Unless otherwise instructed, aircraft should use the following routes:

1. RWY 36L in use : C1 - E1 - P - APRON / C2 - E2 - P - APRON

2. RWY 36R in use : E1 - P - APRON / E2 - P - APRON

   E3 - P - APRON

3. RWY 18L in use : E4 - P - APRON / E5 - P - APRON

4. RWY 18R in use : C5 - E4 - P - APRON / C6 - E5 - P - APRON

   C7 - E5 - P - APRON / S - P - APRON

5. When necessary, other taxiway can be used under TWR permission.

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

   Apron	RWY in use	Route		Ground FREQ	R.T.P.		Apron FREQ
   		Fixed wing	HEL		Fixed wing	HEL
   Domestic, International 1 and 2	36L	G7, G10	G7, G11	121.9 MHz 275.8 MHz	G7(hold line), G10(hold line)	G7(hold line), G11(hold line)	121.65 MHz 317.45 MHz
   	36R	G7, G9			G7(hold line), G9(hold line)
   	18L	G10			G10(hold line)
   	18R	G10			G10(hold line)

2. Aircraft will normally be transferred to GIMHAE APRON prior to the RTP. Unless otherwise directed, aircraft may automatically contact GIMHAE APRON at the RTP.

3. Aircraft shall not proceed beyond the RTP without clearance from GIMHAE APRON.

1. Follow-me service is available to arriving aircraft. Pilot should make the request to GIMHAE GROUND or GIMHAE APRON.

2. Aircraft shall monitor the appropriate GIMHAE GROUND and/or GIMHAE APRON frequencies while taxiing.

1. DEPARTURE

   - RWY 36L in use : Korean Air TECH CENTER → W3 → C5 → RWY 36R/18L → C7(See Figure 1)

   - RWY 18R in use : Korean Air TECH CENTER → W3 → C5 → RWY 36R/18L → C1(See Figure 2)

   * In case of Departure RWY changed while lining up on RWY

   - RWY 36L in use : RWY 18R → C3 → RWY 36R/18L → C7(See Figure 2)

   - RWY 18R in use : RWY 36L → C4 → RWY 36R/18L → C1(See Figure 1)

2. ARRIVAL

   - RWY 36L in use : C1 → RWY 36R//18L → C5 → W3 → Korean Air TECH CENTER

   - RWY 18R in use : N/A

1. Operation of The code letter F aircraft is only permitted for ferry flight into Korean Air Tech-Center(Maintenance facility).

   Carrying passenger or cargo is prohibited.

2. For the code letter F aircraft, Circling approach to RWY 18L/R is not permitted.

3. When The code letter F aircraft takes off or lands on RWY 36L/18R, RWY 36R/18L is used as an alternative taxiing route.

4. The code letter F aircraft taxiing limitation

   1. While operating, pilot shall use a digital auto-landing or flight direction guidance system to monitor and control the operation

   2. While taxiing, The code letter F aircraft shall maintain ground speed at or below 10 knots, and set engines as follow :

      1. DEPARTURE AND ARRIVAL : Set No. 1 and 4 engines on IDLE

   3. While taxiing, The code letter F aircraft shall not be permitted to hold short of RWY. Otherwise, It is not be permitted to land on the RWY for any other aircraft.

   4. The code letter F aircraft shall follow the designated taxiing route.

Engine start is permitted in the APRON areas. However, the power setting(s) shall not exceed idle thrust.

1. Use caution to vehicles or people on the nearby GSE road during entering a helicopter stand.

2. Only wheel-type helicopter could use a helicopter stand. Skid-type helicopter needs to contact the airport operator before using an aircraft stand.

1.4 Re-screening of passengers and/or baggage for aviation security purpose.

1) NADP 1(RWY 36)

All departing aircraft should apply ICAO PANS-OPS(Doc 8168) Volume I Noise Abatement Departure Procedures ONE(NADP ONE).

1. Thrust Reduction at 1 500 ft above aerodrome elevation is recommended.

2. Whenever practicable, all departing aircraft should climb with the aircraft's certified maximum climb gradient until reaching 3 000 ft AGL.

For noise abatement using a delayed/reduced flap setting landing procedure is recommended. However use of this procedure is subject to captain's decision and safety prevail at all times.

1. Delayed/Reduced Flap setting approach

   All arriving aircraft shall apply the Delayed/ Reduced Flap setting approach as follows;

   1. At IKHE/ IKMA 9 DME, lower gear, and,

   2. While making ILS RWY 36R approach;

      - Maintain intermediate flap setting until passing IKHE 8 DME.

      - At IKHE 8 DME, set flap for landing.

   3. While making ILS RWY 36L approach;

      - Maintain intermediate flap setting until passing IKHE 8 DME.

      - At IKHE 8 DME, set flap for landing.

2. Circling Approach RWY 18L/R

   1. When conducting a circling approach to land RWY 18L/R, it is recommended that all aircraft avoid flying north of Namhae expressway for noise abatement except for aircraft in an emergency or in an unavoidable situation and helicopters.

      
      

   2. Display for RWY 18R PAPI Direction Adjustment Light

      PAPI on the left of RWY 18R provides signals in the same direction of the RWY 18 extension line for ACFT on the final, but PAPI on the right of RWY 18R is offset by 12 degrees to the west for ACFT on the base leg in order to approach effectively.

      
      

1. Aircraft unable to comply with the procedures described in paragraph 2.1, 2.2 and 2.3 above for any reason should inform ATC.

2. Aircraft need not to be complied with the procedures described in paragraph 2.1, 2.2 and 2.3 above in adverse operating conditions such as;

   1. If the runway is not clear and dry. i.e. it is adversely affected by, snow, slush, ice, water or other substances;

   2. In conditions when the ceiling is lower than 500 ft, or when the horizontal visibility is less than 1 900 m.

   3. When the cross-wind component, including gusts, exceeds 15 kt.

   4. When the tailwind component, including gusts, exceeds 5 kt.

   5. When the wind shear has been reported or forecast, or thunderstorms are expected to affect the approach.

1. Area : A circle, radius 3 NM centered at R100 PSN/16 DME

2. Altitude

   1. IFR aircraft : 6 000 ft AMSL

   2. VFR aircraft : 4 000 ft AMSL

1. RWY 36L(Straight-in)

   CAT	GS / TCH(ft) / RPI(ft)	DA(ft) / VIS(m)	DH(ft)	Ceiling(ft)
   	A, B	3.0° / 57 / 1 070	213 / RVR 550 VIS 800	200	200
   C, D	213 / RVR 730 VIS 800		200	200
   When TDZ/CL INOP, Increase CAT A, B RVR to 730 m. When ALS INOP, VIS 1 200 m and RVR to 1 220 m.

   1. MISSED APCH PROCEDURES

      - At DH climb HDG 310 to 4 300 ft and directed by ATC.

      - Missed APCH climb rate exceed 340 ft/NM.

1. General

   - No person may take off unless two-way radio communications can be maintained with the Air Traffic Control.

   - On recognition of communication failure during flight, squawk 7600 and if necessary to ensure safe altitude, climb to Minimum Safe Altitude or above to maintain obstacle clearance. Then comply with following procedure.

2. VFR condition

   If the failure to radio communication occurs in VFR conditions, or if VFR conditions are encountered after the failure, a pilot shall continue the flight under VFR and land as soon as practicable based on the runway in use.

3. IFR condition

   If the failure occurs in IFR condition, or if the requirements specified in paragraph 2 of this section cannot be met, a pilot shall continue the flight according to the following procedures :

   1. DEPARTURE

      1. Under Pilot Navigation

         Follow the SID with altitude/flight level assigned at the last ATC clearance received.

      2. Under Radar Vectoring

         1) Proceed by the direct route from the point of radio failure to the fix, route, or airway specified in the vector clearance;

         2) In the absence of an assigned route, proceed by the route that ATC will advise through the forthcoming clearance; or

         3) In the absence of an assigned route or a route that ATC will advise through the forthcoming clearance, proceed by the route filed in the flight plan; and

         4) Maintain minimum enroute altitude(MEA) or the altitude/flight level cleared in the last ATC clearance received, whichever is higher, for 20 minutes; then

         5) Continue the flight with altitude/flight level filed in the flight plan

   2. ARRIVAL

      1. Proceed to GEOJE IAF or NARAE IAF or GAYHA IAF or KEVOX IAF or PEDLO IAF whichever is nearer at the last assigned altitude or the minimum altitude of IAF whichever is higher and hold; then

      2. Execute Instrument Approach as close as possible to the expect further clearance time (EFC) issued by ATC or estimated time of arrival (ETA) filed in the flight plan; and

      3. Land, if possible, within 30 minutes after ETA or the last acknowledged EFC or ETA, whichever is later.

VFR flight which has experienced radio communication failure shall

- Squawk Mode 3/A code 7600, and

- When able to see light gun signal of control tower, follow that instruction

- If unable to see light gun signal of control tower, hold on downwind until ETA or for 10 minutes, whichever is linger, then

- Aircraft on west pattern should land on RWY in use

- Pilot shall use caution traffic landing and take-off from/to runways.