Gimpo International Airport

AIRPORT CONTACT

Information updated by the airport 2/2009

ELEVATION: 18m

RUNWAY INFORMATION
Orientation	Length (m)	Displaced Threshold (m)	Glide Slope(deg)	Width (m)
14L/32R	3600	-	-	45
14R/32L	3200	-	-	60
NOTE: The airport is no longer used for international flights as it now functions as a domestic airport. In the early 2001, Incheon International Airport launched its operation and took over the international flight services once served by the Gimpo airport.

NOISE ABATEMENT PROCEDURES

1. Aircraft Operating Procedures (except helicopter) 1.1 Take-off All departing aircraft should apply ICAO PANS-OPS (Doc 8168) Volume 1 Noise Abatement Take-off Climb Procedures as follows: 1. Noise Abatement Take-off Climb Procedure One (NADP 1) Thrust reduction at 1000 ft or 1500 ft above the airport elevation recommended. 1.2 Approach 1. Delayed Flap Setting Procedures All arriving aircraft shall apply delayed flap approach procedure as follows: a. When Runway 14 in use: - After intercepting LLZ, lower gear. - Maintain intermediate flap untilFAF. (Refer to AIP Republic of Korea, AIP AD 2.22.1.2 Speed Control) - AtFAF, set flaps for landing and establish final approach speed b. When Runway 32 in use: - After 7 ILS/DME (8 DME FR KIP), lower gear. - Maintain intermediate flap until FAF. (Refer to AIP Republic of Korea, AIP AD 2.22.1.2 Speed Control) - At FAA, set flaps for landing and establish final approach speed. 2. Aircraft unable to comply with this procedure for any reason should inform ATC. 3. Exception Procedures described in the provisions 1 and 2 need not be complied with, for aircraft who have passed the IAF (for RWY 32) or intercept the LLZ (for RWY 14) in adverse operating conditions such as the following: a. If the runway is not clear and dry, i.e. it is adversely affected by snow, slush, ice, water or other substances; b. In conditions when the ceiling is lower than 500ft and above AGL, or when the horizontal visibility is less than 1.9 KM; c. When the cross wind component, including gusts, exceeds 15KT d. When the tail wind component, including gusts, exceeds 5KT e. When wind shear has been reported or forecasted. 3. Starting check only is available between 1400 UTC to 2100 UTC. 4. Aircraft flying along the VFR route for P73 shall maintain at or above 1500 ft while in GIMPO control zone for noise abatement and use caution for traffic approaching runway 32 at Gimpo Airport.

AIRPORT CURFEWS

All take-offs and landings are restricted from 1400 UTC and 2100 UTC except for emergency, special mission and other abnormal conditions.

PREFERENTIAL RUNWAYS

Preferential runway system will be applied as follows:

1. Runway 14 in use: - take-off: Runway 14L - Landing: Runway 14R 2. Intersection take-offs are not available for all runways except when circumstances require for flow of traffic or other reasons

OPERATING QUOTA - NONE

ENGINE RUN-UP RESTRICTIONS

Engine test runs are only allowed between 1400 UTC and 2100 UTC. The airport has a Run-Up Pad and the following applies: a. Hours of Operation: Available between 30 minutes after sunrise and 30 minutes before sunset b. The use of the Run-up Pad may be permitted only under prior approval obtained from the control tower c. A continuous communication with the control tower shall be maintained in an aircraft (including vehicles, equipment and personnel) on the Run-Up Pad. d. No maintenance is permitted on the Run-Up Pad (except compulsory maintenance during run-up.

APU OPERATING RESTRICTIONS - NONE

NOISE BUDGET RESTRICTIONS - NONE

NOISE SURCHARGE

Updated by the airport 2/2009 The noise surcharge is a percentage of the landing fee base upon airplane group.
Landing Fee Basis: Maximum take-off weight (any fraction of 1 ton to be calculated at 1 ton) in the certificate of airworthiness.
International Landings
Up to 100 tons: Over 100 to 200 tons: Over 200 tons: Minimum Charge	KRW 8200 per ton KRW 8000 per ton KRW 7800 per ton KRW 150000
Domestic Landings
Up to 10 tons: 10 to 25 tons: Over 45 tons:	KRW 8935 per landing KRW 1717 per ton KRW 2515 per ton
Noise surcharges are effective since July 1993. The fee is based on airplane group (1-5). The groups listed in the fax I received on April 12, 1993 is identical to that for France airports, Orly and Charles de Gaulle.
The aircraft classes determined by the Aviation Act - Rep. of Korea according to ICAO Annex 16 Volume 1:
Class 1:	Aircraft not conform with Chapters 2 & 3, or noise certification data not submitted.
Class 2:	Aircraft conform with 2.4.1 and 2.5.1 or Chapter 2
Class 3:	Aircraft conform with 2.4.1 of Chapter 2 or 2.4.2 and 2.5.1 of Chapter 2.
Class 4:	Aircraft conform with 2.4.2 of Chapter 2, or with 3.4.1 and 3.5.1 of Chapter 3.
Class 5:	Aircraft conform with 3.5.1 of Chapter 3.
Shown below are the additional percentage of the landing fee charged based on airplane group. Note that even for the quiet airplanes, a fee of 10% is charged. The surcharges are for all South Korean airport.
Group 1 30% Group 2 25% Group 3 20% Group 4 15% Group 5 10%
Group 1
Aerojet Commander BAC111 (without noise suppression B-7-7 B-720 B-727 (without noise suppression) B-737/100 and 200 (without noise suppression) B747 (nacelles 100A, 100C, 200A, 200C) Caravelles III and VI Comet Concorde Convair 880/990 DC-8 (except DC-8/71/72/73) DC-9/30 (without Part 36)having a mass of 53 tonnes or more DC-9/50 (without Part 36) Hansa Jet IL-62 IL-76 Jetstar 1 KC-5 Learjet 24B/24C/25B MS760 Paris Sabre 40 SVC-10 Trident Tupolev VC-10 Westwind 1123
Group 2 BAC111 (with noise suppression, except series 200 with Spey 506 engine) B-727 (with JT8d-17 jet engines (with noise suppression nacelles and engines having a mass of 91 tonnes or more)) B-737/100 and 200 (with noise suppression nacelles and engines having a mass of 49 tonnes or more) Caravelle 10/11/12/Super DC-9/20 (without Part 36) DC-9/30 (without Part 36 and having a mass of less than 53 tonnes) DC-9/34 (with Part 36 and JT8D-17 jet engines) DC-9/40 (without Part 36) DC-9/50 (with Part 36 except JT8D-15 jet engines and having a mass of less than 53 tonnes) IL-86 IL-62M having a mass of less than 167 tonnes Mercure Tupolev 134A/B having a mass of 47 tonnes or less All noise certificated jet aircraft not mentioned in groups 3,4 or 5
Group 3 BAC111 Series 200 with Spey 506 engine B-727 with JT8D-7/9/15 jet engines (with noise suppression nacelles and engines) B727 with JT8D-17 jet engines (with noise supression nacelles and engines and having a mass of less than 91 tonnes) B-737/100 and 200 (with noise suppression nacelles and engines having a mass of less than 49 tonnes) B-747 (with JT9D jet engines except JT9D-70A, JT9D-7Q and JT9D-7R4G2) DC-9/10 DC-9 Series 30 & 40 (with Part 36), except JT8D-7A jet engines DC-9 Series 30 & 40 (except DE-9/34 with Jt8D-17 jet engines) DC-9/50 (with Part 36 with JT8D-15 jet engines and having a mass of less than 53 tonnes) Fokker 28 Gulfstream 2,3 HS-125 (except 700) IL-62M having a mass of 167 tonnes or more Learjet Series 20 (except 24B/C, 25B, 24E, 24F) Mystere 20 (except Mystere 20G, 200) Sabre 60 Tupolev 154B
Group 4 B-747 SP (except with RB211 jet engines) B-747 SR (except with CF6 jet engines) B-747 (with CF6-50 jet engines) B-747 (with Jt9D-70A, JT9D-7Q, JT9D-7R4G2 engines) B-747 (with RB211-524 jet engines) DC-9 all series (with Part 36 and JT8D-7A jet engines) DC-10/30 (with CF6-50C, C1 jet engines) DC-10/30 (with CF6-50C2, C2B, C2R jet engines and having a mass of 256 tonnes or more) Jetstar 2 Learjet Series 24E/24F Sabre 75A, 80 VFW-614 YAK-40 All non-noise certificated propeller driven aeroplanes Non-noise certificated helicopters
Group 5 Airbus A300, A310 BAe-146 B-737/300 B-747 SP (with RB211 jet engines) B-747SR (with CF6 jet engines) B-757 B-767 Canadiar Challenger Citation Corvette Diamond II DC-8/71, 72 and 73 DC-9/80 DC-10/10 DC-10/30 (with CF6-50C2, C2B, C2R jet engines and having a mass of less than 256 tonnes) DC-10/40 (with JT9D-20 jet engines) DC-10/40 (with JT9D-59 jet engines and having a mass of less than 256 tonnes) HS-125/700 Learjet Series 30 & 50 L-1011 Mystere 10 Mystere 20G, 200 Mystere 50 Mystere Falcon 900 Sabre 65 Westwind 1124 Noise certificated propeller driven aeroplanes

NOISE MITIGATION/LAND USE PLANNING PROGRAM INFORMATION

The airport has a noise mitigation program that includes soundproof windows and doors in residence and facilities where the airplane noise level is more than 80 WECPNL (called the noise damage zone). Check the airport's website for more information.

Type of Program	Date Implemented	Status
Sound Insulation (Residences and Public Buildings)	-	yes
Purchase Assurance for Homeowners Located Within the Airport Noise Contours	-	-
Avigation Easements	-	-
Zoning Laws	-	-
Real Estate/Property Disclosure Laws	-	-
Acquire Land for Noise Compatibility to date	-	-
Population within each noise contour level relative to aircraft operations	-	-
Airport Noise Contour Overlay Maps	-	-
Total Cost of Noise Mitigation Programs to Date	-	-
Source of Noise Mitigation Program Funding for Aircraft Noise	-	-

NOISE MONITORING SYSTEM

As reported on the Gimpo Airport's web site - the airport has nine noise monitors installed that are linked to radar allowing the routes and noise levels generated by each airplane passing through the noise zone to be tracked.

FLIGHT TRACK MONITORING SYSTEM

NOISE LEVEL LIMITS - NONE

CHAPTER 2 RESTRICTIONS - NONE

CHAPTER 2 PHASEOUT

This airport is located in a country that is an ICAO Contracting State. It is not known if this country adopted the ICAO recommendation (Resolution A28-3) for the phase out of Chapter 2 airplanes.

CHAPTER 3 RESTRICTIONS - NONE