1.  Airport regulations

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 (P518, P73A/B, etc) or Special Use Airspace (ACMI, R17, etc), especially when flying north of R 270 and R 080 NCN 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. During HIRO in force, pilots are strongly requested to use the following preferred rapid exit taxiways or vacate the landing runway within 60 SEC of timeframe. Aircraft unable to comply with these procedures should notify ATC as early as possible.

2. Pilots are encouraged to apply proper deceleration technique take into account the following distance information of rapid exit taxiway to avoid decelerating to taxi speed on midpoint of landing runway and minimize runway occupancy time.

   RWY	Rapid Exit Taxiway	Distance from Threshold
   15L	C2	7 381 ft / 2 250 m
   	C1, D1 (to cargo apron 1, 2)	8 418 ft / 2 566 m
   15R	B3	7 381 ft / 2 250 m
   	B2	8 418 ft / 2 566 m
   33L	B4	7 381 ft / 2 250 m
   	B5	8 418 ft / 2 566 m
   33R	C4	7 381 ft / 2 250 m
   	C5, D6 (to cargo apron 1, 2)	8 418 ft / 2 566 m
   16L	N3	6 725 ft / 2 050 m
   	N2	8 366 ft / 2 550 m
   34R	N4	6 725 ft / 2 050 m
   	N5	8 366 ft / 2 550 m
   16R	P6	5 249 ft / 1 600 m
   	P5	6 233 ft / 1 900 m
   	P4	7 218 ft / 2 200 m
   	P2	8 202 ft / 2 500 m
   34L	P7	5 249 ft / 1 600 m
   	P8	6 233 ft / 1 900 m
   	P10	7 218 ft / 2 200 m
   	P11	8 202 ft / 2 500 m

   Note 1 : Preferred rapid exit taxiways are in bold and underlined

   Note 2 : The design speed of all RET is 50 kt.

3. After landing, aircraft are not to stop on rapid exit taxiway to awaiting instructions from ATC but should continue taxi via the following taxi procedures, unless otherwise instructed by ATC.

   RWY	Preferred RET	Standard Taxi Procedures
   15L	C2	During HIRO in force, any landing aircraft to Apron 1·2·3·4 should continue taxi to TWY J then hold short of RWY 15R on TWY J. Remain on the TWR FREQ. (refer SMGCS - Arrival Taxi Route Chart)
   	D1	During HIRO in force, any landing aircraft to Cargo Apron 1·2 should continue taxi via TWY D to appropriate Transfer of Control Point(TCP) of parking gate/stand. (refer SMGCS - Arrival Taxi Route Chart)
   15R	B3	During HIRO in force, any landing aircraft to Apron 1·2·3·4 should continue taxi via TWY B to appropriate Transfer of Control Point(TCP) of parking gate/stand. Remain on the TWR FREQ. (refer SMGCS - Arrival Taxi Route Chart)
   33L	B4	During HIRO in force, any landing aircraft to Apron 1·2·3·4 should continue taxi via TWY B to appropriate Transfer of Control Point(TCP) of parking gate/stand. (refer SMGCS - Arrival Taxi Route Chart)
   33R	C4	During HIRO in force, any landing aircraft to Apron 1·2·3·4 should continue taxi to TWY K then hold short of RWY 33L on TWY K. Remain on the TWR FREQ. (refer SMGCS - Arrival Taxi Route Chart)
   	D6	During HIRO in force, any landing aircraft to Cargo Apron 1·2 should continue taxi via TWY D to appropriate Transfer of Control Point(TCP) of parking gate/stand. (refer SMGCS - Arrival Taxi Route Chart)
   16L	N3	During HIRO in force, all landing aircraft should continue taxi via TWY N to appropriate Transfer of Control Point(TCP) of parking gate/stand. (refer SMGCS - Arrival Taxi Route Chart)
   34R	N4	During HIRO in force, all landing aircraft should continue taxi via TWY N to appropriate Transfer of Control Point(TCP) of parking gate/stand. (refer SMGCS - Arrival Taxi Route Chart)
   16R	P6	During HIRO in force, all landing aircraft should continue taxi to TWY T then hold short of RWY 16L on TWY T. Remain on the TWR FREQ. (refer SMGCS - Arrival Taxi Route Chart)
   34L	P7	During HIRO in force, all landing aircraft should continue taxi to TWY U then hold short of RWY 34R on TWY U. Remain on the TWR FREQ. (refer SMGCS - Arrival Taxi Route Chart)

4. Diagram of Apron 1·2·3·4 and Cargo Apron 1·2

   
   

1. Pilots are strongly encouraged to check the availability of intersection departure before start-up. Declared distance for intersection departure are detailed in AD 2.13 DECLARED DISTANCES. For the purpose of performance calculations the standard intersection departure points are:

   • RWY 15R - B6 / K

   • RWY 33L - B1 / J

   • RWY 16L - N6 / V / U

   • RWY 34R - N1 / T

2. Intersection departures may be initiated by ATC to expedite traffic flow. Pilots must advise ATC if they are not able to comply with this request to prevent additional delay or sequence change.

3. ATC will consider all aircrafts at the RWY holding point as able to commence line-up and take-off roll immediately on receiving clearance from ATC, unless otherwise instructed. Pilots should note that ATC expects pre-departure cockpit checks to be completed prior to entering the runway and take-off checks that must be made on the runway are kept to the minimum required. Pilots not ready when reaching the RWY holding point shall advise ATC as early as possible before reaching to RWY holding point.

4. When line-up or take-off clearance is issued, ATC will expect and has planned on seeing movement within 10 seconds.

5. Normally ATC will apply ICAO wake vortex separation minima between successive departures. If more separation than prescribed minima is required, pilot shall notify ATC before entering the RWY.

1. Departures will normally be cleared in the order in which they are ready for take-off(First Come, First Served), however deviations may be made from this principle to facilitate the maximum number of departures with the least average delay considering following factors:

   1. Types of aircraft and their relative performance;

   2. Routes to be followed after take-off

   3. Any specified minimum departure interval between take-off

   4. Need to apply wake turbulence separation minima;

   5. Aircraft which should be afforded priority; and

   6. Aircraft subject to ATFM requirements

2. For aircraft subject to ATFM requirements, it is the responsibility of the pilot and the operator to ensure that the aircraft is ready to taxi in time to meet any required departure time, bearing in mind that once a departure sequence is established on the taxiway system, it can be difficult, and sometimes impossible, to change the order.

The runway 33L/R or 34L/R 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.

Time(UTC)	Departure	Arrival
0000~2359	15R/33L, 16L/34R	15L/33R, 16R/34L

※ The above times and runways in use may be changed if necessary due to ATC purposes, scheduled preventive maintenance time, 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  Apron control services

2.1  Transponder

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

3  Ground Movement

1. General

   1. A-CDM is a process that allows air traffic controllers, airport operators, aircraft operators(AO), ground handling agents(GHA), pilots and air traffic flow managers to exchange operational information and work together to efficiently manage operations at aerodrome.

   2. Definitions Commonly Used Terms in A-CDM.

      1. Target Off Block Time(TOBT) - The time that an AO or GHA estimates that an aircraft will be ready, all doors closed, boarding bridge removed, push-back vehicle available and ready to start up / push-back immediately upon reception of clearance from the ATC.

      2. Target Start up Approval Time(TSAT) - The time provided by ATC taking into account TOBT, Calculated Take-Off Time(CTOT) and/or the traffic situation that an aircraft can expect startup / push-back approval.

   3. The operation of A-CDM at Incheon Airport will be phased due to ATC environmental restrictions. TSAT will not be provided to all departure flights. The flights subject to Pre-Departure Sequencing are limited to ATFM regulated flights during first operational phase.

   4. TSAT will not be provided to the aircraft in de-icing operation.

   5. TOBT and TSAT will be displayed on VDGS in UTC for the improvement of A-CDM operation.

2. A-CDM Procedures

   1. Incheon Airport A-CDM Portal System will automatically calculate system TOBT for each departure flight taking into account the Estimated In-Block Time/Actual In-Block Time(EIBT/AIBT), Minimum Turnaround Time(MTTT) and Estimated Off Block Time (EOBT).

   2. AO or GHA can manually update the system generated TOBT from 90 minutes prior to EOBT.

   3. If the prediction of departure readiness (new TOBT) differs more than 5 minutes from the previous TOBT, AO or GHA shall update TOBT.

   4. TOBT shall not deviate from EOBT by more than 15 minutes. If TOBT deviates from EOBT by more than 15 minutes, AO has to initiate an delay message. When EOBT is modified, TOBT is automatically modified to the value of EOBT.

   5. TOBT shall be updated through the following channels:

      1. A-CDM portal and mobile web; or

      2. Flight Information Assistant (FIA) at PBB boarding rooms

   6. TOBT information is available through the following channels:

      1. A-CDM portal and mobile web; or

      2. Flight Information Assistant (FIA) at PBB boarding rooms; or

      3. Visual Docking Guidance System(VDGS); or

      4. Radio communication with AO or GHA

   7. TSAT will be calculated by taking into account factors such as TOBT, CTOT, Estimated Taxi-Out Time(EXOT) and ATC separation standards etc. Thus the accuracy of TOBT is vital to an optimal TSAT.

   8. AO or GHA are strongly encouraged to update TOBT as soon as any expected delay to the aircraft readiness for push-back is made available to avoid unnecessary hold-ups.

   9. TSAT information is available through the following channels:

      1. A-CDM portal and mobile web; or

      2. Flight Information Assistant (FIA) at PBB boarding rooms; or

      3. Visual Docking Guidance System(VDGS); or

      4. Radio communication with GHA or AO; or

      5. INCHEON APRON (in case VDGS is unserviceable)

3. Non A-CDM Procedures

   1. The non A-CDM procedure is applicable when TOBT and TSAT references used in A-CDM mode of operations become unavailable due to system issues or maintenance.

   2. If unable to refer TOBT through any channels, pilot shall contact INCHEON DELIVERY for ATC clearance via voice RTF or Data-link Departure Clearance Service(DCL) from EOBT -10 minutes.

3.2  Procedures for start-up and push back

1. Pilot shall ensure aircraft is ready for push-back at TOBT.

2. Pilot shall maintain communication with the AO / GHA as they are responsible for updating the TOBT. Pilot shall notify the AO / GHA to update the TOBT if it is expected to differ by 5 minutes or more.

3. ATC clearance can be requested via voice RTF or Data-link Departure Clearance Service(DCL) from TOBT -10 minutes to +5 minutes.

4. ATC will update TSAT changes if any, before push-back. Note that TSAT displayed on VDGS may not be final and can be revised due to en-route clearance restrictions, ground congestion or flow management.

5. Pilot with TSAT shall contact INCHEON APRON to request engine start-up and push-back within 5 minutes of TSAT after obtaining ATC clearance. Pilot without TSAT shall contact INCHEON APRON after obtaining ATC clearance when ready for start-up and push-back. The pilot provide the following:

   1. Call sign

   2. Gate/Stand number

   3. TSAT (If applicable)

6. INCHEON APRON may swap push-back sequencing based on TSAT and real-time readiness of aircraft to maximise apron and runway capacity and to reduce the overall delay to traffic as and when required.

7. If a flight is unable to commence push-back by TSAT + 5 minutes due to the aircraft being unready, ATC clearance and TSAT will be cancelled. Pilot must notify the AO / GHA to update the TOBT for a new TSAT before requesting for a new ATC clearance. This also applies to aircraft returning back to blocks after push-back.

8. In case of engine start-up with GPU at gates due to APU malfunction or failure, pilot needs to contact INCHEON APRON earlier than TSAT window(± 5 minutes) considering the time required for engine start-up and push-back.

9. 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.

10. 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.

11. The smaller aircraft(business jets) ingress and egress procedures 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). In case of M North zone assigned not for deicing, aircraft shall be pushed back for departure.

12. There are several blue lines in Apron 1 and 3

    Locations : Right behind Gates 9, 15, 21, 22, 32, 33, 39, 45, 49 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.

13. 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.

14. 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.

15. Delays may be expected due to other aircraft to pushback or to taxi as distances between aircraft gates/stands vary. If push-back is delayed due to apron traffic conditions, TSAT will remain valid even if it exceeds TSAT + 5 minutes. TOBT needs not to be updated for such situations.

16. 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.

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

18. The aircraft that have been approved for push-back by Incheon Apron must set the Mode A code assigned by ATC prior to push-back.

19. The pilots and vehicle operators should look out all directions as they are instructed by the Incheon Apron and also obey emergency stop instruction given by any team member.

20. The aircraft that are moving after stopping at 4E and 5W must move with minimum power.

4.  Deicing operations

4.1  De/anti-icing phase notification

DE/ANTI-ICING PHASE	Application of phase
Phase 1 (BLUE)	It is estimated that the average time between aircraft EOBT and being airborne will be less than 60 minutes.
Phase 2 (YELLOW)	It is estimated that the average time between aircraft EOBT and being airborne will range from 60 minutes to 119 minutes.
Phase 3 (ORANGE)	It is estimated that the average time between aircraft EOBT and being airborne will range from 120 minutes to 239 minutes.
Phase 4 (RED)	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, 825 pads

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

3. M North zone : 551, 552, 553, 554, 557 pads

4. T Center zone : 814, 815, 816, 817 pads

5. Central De-icing zone : 301, 302, 303, 304, 305, 306, 307, 308, 309, 310, 311, 312 pads

6. D South zone : 841, 842 pads

7. D North zone : 851, 852 pads

4.3  De-icing operational procedures

1. De-icing requests and cancellations must be made by the flight crew to Incheon De-icing.

2. ACFT types applicable for engine on de-icing

   Airbus	A318, A319, A320, A321, A330, A350, A220, A380
   Boeing	B737, B757, B767, B777, B787, B747

3. Technical de-icing (landing gear, brakes, inside LE- or TE-flaps, under wing, engine inlets, fan blades and sensors/ static ports/ pitot probes) should be performed by Engine off.

4. On the de-icing pads ACFT shall hold abeam the stop line which indicates the cockpit stop position or follow the advice of the marshaller.

5. Aircrew shall control the throttle carefully, avoiding the exhausted gas causing damage to support personnel and equipment, when aircraft exit the de-icing stands.

6. During the engine on de-icing, aircrew shall keep the engine idle and set the brake. ACFT hold position until Pad control give the taxi instruction.

7. The detailed de-icing procedures are given on the ‘ICN DE-ICING ANTI-ICING PILOT BRIEF SHEET’. A copy of the sheet can be downloaded from www.airport.kr/co/en/index.do.

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.

NOTE 4 : Flight crews need extra caution when entering and leaving the de-icing pad, since there are GSE roads in front of or behind the de-icing pad.

5.  Arrival procedures

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	5E	1 to 12
   		A6 - R1	6E	14 to 17
   		R7 - R1	7W	1 to 17
   		R7 R8	7W 8E	18 to 36
   		R7 - R4(R6)	7W	37 to 42
   		M6 - R4	6W	43 to 50
   		R8 - R4(R6)	8E	37 to 50
   		R7 R8	7W 8E	103,105,107,109,111,113,115,117, 119,121,123,125,127,129,131,132
   Apron 2	121.8 MHz	R9 R10	9W 10E	101,102,104,106,108,110, 112,114,118,122,124,126, 128,130
   				301 to 312
   		RG	30W 30E	321 to 332 341 to 353
   Apron 3	122.175 MHz	R11 - R1 A14 - R1	11W 14E	262 to 268 501 to 507
   		R12 - R4 M14 - R4	12 E 14W	229 to 236 511 to 517
   		R11 R12	11W 12 E	237 to 261 361 to 376
   Apron 4	122.175 MHz	R17 - R4 M18	17E 18W	520 to 529 531 to 535 541 to 547 551 to 554 557 to 558
   Cargo Apron 1	123.325 MHz	D2 D3	2Y 3Y	601 to 616 621 to 636
   Cargo Apron 2		D4 D5	4Y 5Y	641 to 655
   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.  Ground engine check procedures

6.1  Engine starts

Engine starts are permitted in the Apron 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
   14A (North part of TWY A)	122.175 MHz shall be monitored during engine performance check in temporary run-up areas.

7.  Taxiing - Limitation

8.  CAT I Operations

8.1  Pilots are warned that during ILS CAT-I operations to RWY 15L and 33R aircraft may experience GP signals‘ fluctuation or interference caused by aircraft taxiing in the vicinity of the GP aerial.

8.2  CAT I taxi routes are the same as CAT II/III taxi routes, refer to low visibility procedure diagram pages.

9.  CAT II / III Operations

9.1  General

Incheon International Airport RWY 15L, RWY 15R, RWY 16L, RWY 16R, RWY 33L, RWY 33R, RWY 34L and RWY 34R have ILS CAT III 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 Safety Act, Article 67 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 - B4, B5 or L

      RWY 33R - C4, C5, D6 or L

      RWY 16L - N3, N2 or S

      RWY 16R - P6, P5, P4, P2 or S

      RWY 34R - N4, N5 or N7

      RWY 34L - P7, P8, P10, P11 or P13

      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 : A → L or D → L

   RWY 15R : A → L, D → L, D → K → C → L

   RWY 33L : A → G, D → G, D → J → C → G

   RWY 33R : A → G, D → G

   RWY 16L : M → N7

   RWY 16R : M → V → P → P13, M → N7 → P → P13

   RWY 34R : M → S

   RWY 34L : M → S, M → T → P → 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.

10.  Apron Safety Management

11.  Special notice to ICAO Code F aircraft (A380 & B747-8) operations

All runways are available for the ICAO Code F aircraft.

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

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 (depth 3 m), TWY N and M (depth 3.5 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.

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 3	RF
   	Parts of RA, RB, RC(Except the routes between R11 and R12)
   Apron 4	R26
   	M18, M19(R4 ~ R26 routes)
   Cargo Apron 1	D2, D3

For more information on ICAO Code F aircraft operation in Maintenance Apron, Deicing Apron, Isolated Security Parking Position, and Multiple use stands, refer to RKSI AD CHART 2-4 and 2-5.

	Stand NR.	Code F ACFT
		A380	B747-8
Passenger Terminal 1	8	-	O
	10	O	O
	12	-	O
	15	-	O
	17	O	O
	43	O	O
	46	O	O
Passenger Terminal 2	231	O	O
	232	O	O
	233	-	O
	234	-	O
	264	-	O
	265	-	O
	266	O	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
	629	-	O
	630	-	O
	636	-	O
Cargo Apron 2	641	O	O
	644	O	O
	647	-	O
	648	O	O
	652	O	O
	655	-	O
Remote Stands	322	O	O
	323	O	O
	324	O	O
	329	O	O
	330	O	O
	331	O	O
	341	O	O
	342	O	O
	352	O	O
	353	O	O
	501	O	O
	502	-	O
	511	O	O
	512	-	O
	541	O	O
	542	O	O
	543	O	O
	544	O	O
Deicing Apron	302	O	O
	303	O	O
	304	O	O
	309	O	O
	310	O	O
	311	O	O
	551	O	O
	552	O	O
	557	O	O
	823	O	O
	825	-	O
	831	O	O
	841	-	O
	842	O	O
	851	-	O
	852	O	O
Maintenance Apron	701	O	O
	704	O	O
	705	O	O
	709	O	O
	710	O	O

12.  Transfer of control between aprons

12.1  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)
Apron 1 ↔ Apron 2	Gate 103	1T
	Gate 130	2T
Apron 2 ↔ Apron 3	between ACFT stands NR. 341 & 361	3T
	between ACFT stands NR. 353 & 376	4T

Refer to RKSI AD CHART 2-1, 2-3, 2-6, 2-7, 2-8, 2-9 for the position in detail.

13.  Reduced Runway Separation Minima(RRSM)

Reduced Runway Separation Minima(RRSM) will be applied between a departing aircraft and a succeeding landing aircraft or between two successive landing aircraft.

1. RRSM will be applied when the following conditions exist :

   1. Visibility of at least 5 km and ceiling not lower than 1 000 ft;

   2. During the hours of daylight from 30 minutes after local sunrise to 30 minutes before local sunset;

   3. No unfavorable surface wind conditions (including significant tailwind/turbulence or wind shear, etc.);

   4. The braking action shall not be adversely affected by runway contaminants;

   5. The second aircraft will be able to see the first aircraft clearly and continuously until it is clear of runway

2. Landing clearance may be issued to an arriving aircraft while the runway is still occupied provided that there is reasonable assurance that the following separation distance will exist when the arriving aircraft crosses the runway threshold. :

   1. Landing following Landing

      Preceding aircraft has landed and has passed at least 2 400 m from the threshold of the landing runway, is in motion and will vacate the runway without backtracking;

   2. Landing following Departure

      Preceding aircraft is/will be airborne and has passed at least 2 400 m from the threshold of the landing runway.

3. ATC will provide traffic information when issuing the landing clearance. The following ICAO standard phraseology examples will be used :

   1. “(Call sign), PRECEDING B747 VACATING RUNWAY/ABOUT TO VACATE/LANDING ROLL, CLEARED TO LAND.”

   2. “(Call sign), DEPARTING A321 AHEAD ABOUT TO ROTATE, CLEARED TO LAND.”

14.  Restriction on the taxilane R17 over bridge

1.  Aircraft Operating Procedures(except helicopters)

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 33L/R, 34R/L :

- Noise Abatement Departure Procedure ONE (NADP ONE)

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

1. 2. Runway 15L/R, 16L/R :

   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  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, 122.175 MHz, 121.8 MHz, 123.325 MHz, 123.675 MHz

1  IFR Procedure

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 ARINC (623)).

2. Pilot shall contact INCHEON DELIVERY via voice RTF or Data-link Departure Clearance Service(DCL) from TOBT -10 minutes(in case of NON A-CDM, EOBT -10 minutes) to +5 minutes and report the following information. If initial call takes to place too early, Clearance Delivery will ask the pilot to call again at TOBT - 10 minutes. In case of DCL, reject message will be received. (refer RKSI AD 2.20 3.1 A-CDM)

   1. Aircraft identification

   2. Destination

   3. Gate or stand number

   4. 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. If unable to commence push-back by TSAT +5 minutes(flight with TSAT) or within 10 minutes after receiving ATC clearance(flight without TSAT) due to the aircraft being unready, ATC clearance will be cancelled. Pilot shall contact again INCHEON DELIVERY for clearances. (refer RKSI AD 2.20 3.2)

1.2  Speed Restrictions

1. All aircraft shall not exceed 250 kt IAS below 10 000 ft in SEOUL TMA, unless otherwise authorized by ATC. If unable to comply with this speed restriction, state minimum speed acceptable to ATC.

2. ATC will use “NO ATC SPEED RESTRICTIONS” RTF phraseology to remove MAX 250 kt IAS below 10 000 ft.

3. speed control under radar vector :

   1. When arriving traffic is being sequenced under radar direction, ATC typically will apply the following speed control :

      1. Initial approach phase : 210 kt IAS

      2. Base leg/HDG to final approach : 180 kt IAS

      3. When established on final approach : 180 kt to 160 kt IAS

      4. Thereafter to 5 DME : 160 kt IAS

   2. 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.

   3. When ATC use “RESUME NORMAL SPEED“ RTF phraseology, it means that the previously issued speed restriction by ATC is cancelled and a pilot can resume an aircraft’s preferred speed. Pilot shall note that it does not mean the removal of MAX 250 kt IAS within SEOUL TMA.

1.3  Fuel Dumping Area

Fuel Dumping Area is established within SEOUL TMA as follows :

1. AREA

   BELTU(37°12'18"N 125°47'59"E) : Inbound HDG 097, Left turns, 1 MIN leg

   (ATC instruction : Hold west of BELTU, on HDG 097, 1 MIN leg, left turns)

   PY036(37°12'28"N 126°02'24"E) : Inbound HDG 097, Left turns, 1 MIN leg

   (ATC instruction : Hold west of PY036, on HDG 097, 1 MIN leg, left turns)

   PY044(37°15'06"N 125°52'55"E, NCN R 250/D31) : Inbound HDG 070, Left turns, 1 MIN leg

   (ATC instruction : Hold southwest of PY044, on HDG 070, 1 MIN leg, left turns)

2. ALTITUDE : At or above 6 000 ft

3. SPEED : 230 kt IAS or less

4. Area/Altitude may be changed by pilot request, traffic condition or any other safety reason.

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. Independent Visual Approach(IVA) will be used at Incheon International Airport(IIA). This procedure requires accurate and consistent application of the pilot procedures and responsibilities.

   1. Application

      1. IVA will be used during parallel runway operations when the visibility is not less than 5 km and the ceiling is at or above 2 500 ft.

      2. IVA will be initiated by ATC when the pilot reports visual runway and/or preceding aircraft while turning to the final or flying on the localizer course.

      3. Pilots will be notified by ATIS or RTF using the phrase. “EXPECT ILS APPROACH THEN INDEPENDENT VISUAL APPROACH WHEN VISUAL.”

   2. ATC Procedures

      1. ATC will give IVA expectation and assigned RWY to the flight crew at initial contact. If no objection, ATC will consider that has been accepted.

      2. ATC will provide standard surveillance separation until cleared for an independent visual approach or visual separation applied.

      3. ATC will allow the aircraft to intercept the extended centerline of the landing runway at an angle of not greater than 30 degrees.

      4. ATC will use “CLEARED INDEPENDENT VISUAL APPROACH” phraseology when issue approach clearance.

      5. If preceding aircraft type is SUPER(e.g. A380), IVA clearance will not be issued to succeeding aircraft.

      6. After IVA clearance is issued or visual separation is applied, ATC will not apply any other type of separation with aircraft on the adjacent final approach course.

      7. If necessary, ATC will inform traffic information of other relevant aircraft on adjacent final approach course.

   3. Pilot procedures

      1. Fly accurate assigned heading to final and do not pass through assigned runway extended centerline, unless otherwise instructed by ATC.

      2. Other aircraft will be operating on the adjacent approach.

      3. Accurately track the extended runway centerline

      4. After received final radar heading at an angle of not greater than 30 degrees, pilots shall intercept the localizer of landing RWY unless previously instructed to cross extended centerline when radio contact is temporary impossible(e.g. radio failure, congestion or blocked).

      5. Report preceding aircraft and/or RWY in sight as soon as possible.

      6. If a pilot does not report visual preceding aircraft, RWY or adjacent aircraft, the controller may vector the aircraft away from the final approach for sequencing for a dependent parallel approach.

      7. Comply with speed restriction(160 kt to 5 NM from THR). If unable to comply with speed restriction, inform ATC immediately.

      8. Do not intentionally deviate from final approach course. Pilots are strongly recommended to track on normal instrument approach course until landing.

      9. In the event of deviation from final approach course, maintain own separation from aircraft on adjacent final approach course.

      10. When avoiding action is initiated, advise ATC immediately.

      11. Pilots should commence an ILS missed approach procedure of the assigned RWY in case of a go-around.

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)
      0000-2400	G597(KARBU)	15L/R, 16L/R	RNAV KARBU 2H / RNAV KARBU 2C
      	G585(GUKDO)	15L/R, 16L/R	RNAV GUKDO 2H / RNAV GUKDO 2C
      	Y644(REBIT)	15L/R, 16L/R	RNAV REBIT 2H
      	Y722(OLMEN)	15L/R, 16L/R	RNAV OLMEN 2H / RNAV OLMEN 2C
      	G597(KARBU)	33L/R, 34L/R	RNAV KARBU 2E / RNAV BIKSI 2M*
      	G585(GUKDO)	33L/R, 34L/R	RNAV GUKDO 2E / RNAV CUN(Yecheon) 2M*
      	Y644 (COWAY/GONAV)	33L/R, 34L/R	RNAV REBIT 2A / RNAV GONAV 3M*
      	Y722(OLMEN)	33L/R, 34L/R	RNAV OLMEN 2E / RNAV MAKSA 2M*

      * 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/Cargo flight

      TIME (UTC)	AIRWAY	RWY	SID (PRIMARY/SECONDARY)
      0000-2400	G597(KARBU)	15L/R	RNAV EGOBA 2C
      	A582(OSPOT)	15L/R	RNAV OSPOT 2C
      	G597(BINIL)	15L/R	RNAV BINIL 2C
      	Y711(BOPTA)	15L/R	RNAV BOPTA 2C
      	G597(KARBU)	16L/R	RNAV EGOBA 2H
      	A582(OSPOT)	16L/R	RNAV OSPOT 2H
      	G597(BINIL)	16L/R
      	Y711(BOPTA)	16L/R	RNAV BOPTA 2H
      	G597(KARBU)	33L/R	RNAV EGOBA 2E / RNAV EGOBA 2A
      	A582(OSPOT)	33L/R	RNAV OSPOT 2E / RNAV OSPOT 2A
      	G597(NOPIK)	33L/R	RNAV NOPIK 2A
      	Y711(BOPTA)	33L/R	RNAV BOPTA 2A
      	G597(KARBU)	34L/R	RNAV EGOBA 2Y
      	A582(OSPOT)	34L/R	RNAV OSPOT 2Y
      	G597(NOPIK)	34L/R	RNAV NOPIK 2Y
      	Y711(BOPTA)	34L/R	RNAV BOPTA 2Y

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.

   2. If unable to comply with any restrictions 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 using “CANCEL (LEVEL/SPEED) RESTRICTIONS” or “COMPLY WITH (LEVEL/SPEED) RESTRICTIONS” RTF phraseology.

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. The CDO procedures are in place for all aircraft flying on Y644, Y722, G585(Y685) and G597(Y697) 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 : 33L/R, 34L/R

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

2. ATC instructions

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

   - Phraseology

   controller : (Call sign), Cleared CUN(yecheon) 2M arrival. Descend via STAR to 7 000.

   ※ 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 : ENPIL(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.  VFR

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. East Pattern for H : 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 H, 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).

   5. When landing on H, use caution not to fly beyond VFR reporting point “I” in order to protect Shinbul radar.

   6. When approaching H, pilot should fly via “I” and follow the roads in order not to make downwash onto the congested area where is golf courses and BMW driving center.

      
      

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)