¶ Tokyo ACC Standard Operating Procedures
¶ Introduction
This Annex presents all the essential procedures and rules applicable in Tokyo ACC
This document is in addition to the Tokyo OPMAN (WIP)
This document is the responsibility of the HQ ATC department. For any questions/comments, you can contact them via the following e-mail address : a-srdep@ivao.aero
¶ History of modifications
| Version | Modifications | VID | Validation month |
|---|---|---|---|
| RJJJ_1_01 | AIRAC : 2510 | 729389 | 12/2025 |
¶ Table of Contents:
Tokyo ACC
1.1 Roles and Responsibilities
1.2 Primary Area Control Center Frequency
1.3 Adjacent Area Control Centers Frequencies
1.4 Tokyo Area Control Center (ACC)
1.4.1 Tokyo ACC Area of Responsibility
1.4.2 Configurations
1.5 Assumptions of Aircraft Equipment.
Separation
2.1 General
2.2 Vertical Separation
2.3 Separation Minimums Based On Radar Capabilities
2.3.1 General
2.3.2 Reduced horizontal separation minimum
2.3.3 Separation minimum between succeeding aircraft on final approach track
2.4 Lateral Separation
2.4.1 Non-intersecting flight paths
2.4.2 Intersecting flight paths
2.4.3 Separation Minima
2.4.4 Diverging Radials separation Minima
2.4.5 DME Arc Minima
2.5 Longitudinal Separation
2.5.1 Minima based on Time (Same Track / Crossing Track)
2.5.2 Minima based on Time (Climbing / Descending)
2.5.3 Minima based on Distance (Same Track / Crossing Track)
2.5.4 Minima based on Distance (Climbing / Descending)
2.5.5 Mach Number Technique for separation
Coordination
3.1 General Coordination
3.2 Coordination with APP/DEP
3.3 Coordination with Tokyo Radio (OCA)
3.3.1 Coordination for aircraft from Tokyo ACC to Tokyo OCA (or Tokyo ACC to Oceanic)
3.3.2 Coordination for aircraft from Tokyo OCA to Tokyo ACC (or Oceanic to Tokyo ACC)
3.3.3 Transfer of Control
3.3.4 Cancellation of Coordination
¶ 1. Air Traffic Services
¶ 1.1 Roles and Responsibilities
Area Control Services provide Air Traffic Control Services for controlled flights, except for those under control by Approach Control Services and Aerodrome Control Services, within its Area Of Responsibility in order to prevent collisions between aircraft and expedite and maintain orderly flow of air traffic.
The tasks of a an Area Controller are as follows:
- To provide separation to all IFR and VFR traffic according to airspace class
- Ensure a proper and safe management of flight levels according to the semi-circular rules and RVSM airspaces
- Accelerate and organize the flight traffic, with granting direct routes to shorten aircraft trajectories
- Manage the traffic flow within airways by assigning cruise speeds to aircraft
- Coordinating with adjacent Air Traffic Service Units.
- The Area Controller should provide Aerodrome Control Services, Approach Control Services and Flight Information Services when the appropriate Controller is offline. If an Area Controller is not able to handle the traffic load, it may relinquish some of its responsibilities. (Note 1)
Note 1: It’s not required for area controllers to perform ATC duties of the Approach Control Services or Aerodrome Control Services airspaces when the appropriate controllers are not online, unless division or exam procedures describe otherwise. If a restricted coverage is being applied, the controller shall clearly state this in the ATIS.If the Area Controller is not able to provide
¶ 1.2 Primary Area Control Center Frequency
|
Position |
Callsign |
ICAO |
Frequency |
|
CTR |
Tokyo Control |
RJTG_CTR |
132.300MHz |
¶ 1.3 Adjacent Area Control Centers Frequencies
|
Position |
Callsign |
ICAO |
Frequency |
|
Combined |
Fukuoka (Combined) Control |
RJJJ_CTR |
132.300MHz |
|
CTR |
Fukuoka Control |
RJDG_CTR |
132.500MHz |
|
CTR |
Kobe Control |
RJBG_CTR |
127.500MHz |
|
OCA |
Tokyo Radio |
RJJJ_O_CTR |
126.800MHz |
¶ 1.4 Tokyo Area Control Center (ACC)
¶ 1.4.1 Tokyo ACC Area of Responsibility
Tokyo Area Control Center is made of the following Sectors:
T25, T30, T31, T32, T33, T34, T35, T36, T38, T39, T40, T41, T42, T45, T46
Guide to ACC Sector Boundaries:
- Sectors starting with T - Tokyo ACC,
- Sectors starting with F - Fukuoka ACC,
- Sectors starting with N - Kobe ACC,
- Sectors starting with A - Tokyo Radio OCA.
¶ 1.4.2 Configurations
¶ 1.5 Assumptions of Aircraft Equipment.
For every flight on IVAO, you should consider that when a pilot uses the IVAO pilot interface, as a pilot, they will carry automatically a portable 8.33kHz VHF radio (VY) and portable mode S transponder (/S)
ADS-B: Automatic Dependent Surveillance-Broadcast is a means for an aircraft to send its position and various flight parameters periodically to anyone equipped with a receiver. Receptors are Air Traffic Control stations and other aircraft with "in" capability. Broadcast frequency is usually once per second during approach phase, and up to once per ten seconds when en-route.
ADS-C: Automatic Dependent Surveillance -- Contract is a private ADS-B since aircraft needs to be logged on the receiving station to transmit information. Usually, this system relies on satellites which are very expensive, resulting in less periodical update, about once per 10 minutes; and concerns oceanic areas.
For simplification, we will divide aircraft into two categories
- ADS-B equipped aircraft.
- Non ADS-B equipped aircraft.
¶ 2. Separation
¶ 2.1 General
(This explanation is simplified, check other documentation for more detailed references)
Separation shall be provided between all aircraft in the ACC.
At least one form of the following separation must be provided:
- Vertical Separation
- Horizontal Separation
- Lateral or Longitudinal
¶ 2.2 Vertical Separation
Vertical separation is achieved by requiring aircraft to use a prescribed altimeter pressure setting within designated airspace, and to operate at different levels expressed in terms of altitude or flight level.
ICAO Minimum vertical separation for instrument flight rules (IFR) aircraft are as follows:
- Up to and excluding FL290, 1000ft of vertical separation must be applied
- Above FL290, 2000ft of vertical separation must be applied, Unless between RVSM approved aircraft where the vertical separation is 1000ft
- Above FL410, 2000ft vertical separation must be applied.
- Except in oceanic airspace, above FL 450 between a supersonic and any other aircraft- 4,000 feet.
- And Above FL 600 between military aircraft 5,000 feet.
2.3 Separation Minimums Based On Radar Capabilities
¶ 2.3.1 General
When surveillance systems are used (based on radar, ADS-B or MLAT) the minimum separation prescribed by ICAO Doc 4444 are as follows:
- Above FL600, 10nm separation must be applied
- At or Below FL600, 5nm separation must be applied
Above FL600 - 10NM
At or Below FL600 - 5nm
¶ 2.3.2 Reduced horizontal separation minimum
Below FL230 - 3nm when the following conditions are met:
- Significant operational advantages can be obtained. (Note 1)
- Radar capabilities at the given location permit it.
- The facility directives specifically define the 3 NM separation area
Note 1: Pay attention that this reduced separation can be used only by decision of the ATC coordinator of your division on selected airfields. Big airports equipped with modern radar can have sufficient precision to enable this reduced separation for the approach area, but make sure that this is permitted at your location before doing so.
¶ 2.3.3 Separation minimum between succeeding aircraft on final approach track
The radar separation minimum may be reduced to 2.5NM (4.6km) between succeeding aircraft on final approach track within 10NM (18.5km) of the runway end.
¶ 2.4 Lateral Separation (Non-Radar)
Lateral Separation will separate aircraft by one of the following methods:
- Clear aircraft on different airways or routes whose widths or protected airspace do not overlap.
- Clear aircraft below 18,000 to proceed to and report over or hold at different geographical locations determined visually or by reference to NAVAIDs.
- Clear aircraft to hold over different fixes whose holding pattern airspace areas do not overlap each other or other airspace to be protected.
- Clear departing aircraft to fly specified headings which diverge by at least 45 degrees.
¶ 2.4.1 Non-intersecting flight paths
Lateral separation minima must be maintained between aircrafts on non-intersecting flight paths
¶ 2.4.2 Intersecting flight paths
With a constant and equal-width protected airspace, lateral separation ceases when either aircraft is closer than the required minimum distance to the path of the other aircraft.
With a constant but different width protected airspace, lateral separation ceases when either aircraft is closer than the sum of the required minima to the path of the other aircraft
¶ 2.4.3 Separation Minima
Lateral Separation Minima are the following:
- Radar Based: 5nm at or below FL600 (10nm above FL600).
- ADS-C (procedural): 23nm between aircraft.
- GNSS (procedural, without ADS-C): 50nm between aircraft.
- Other: 100nm between aircraft.
¶ 2.4.4 Diverging Radials separation Minima
We can consider separation to exist between aircraft,
- Established on radials of the same NAVAID that diverge by at least 15 degrees when either aircraft is clear of the airspace to be protected for the other aircraft.
- For non−VOR/DME based navigational equipment established on tracks of the same waypoint that diverge by at least 15 degrees when either aircraft is clear of the airspace to be protected for the other aircraft.
|
Non-DME |
Non-DME |
DME |
|||||||||
|
Divergence |
Distance |
Distance (NM) |
|||||||||
|
Below FL180 |
FL 180 to FL 450 |
||||||||||
|
15 |
16 |
17 |
18 |
||||||||
|
20 |
12 |
13 |
15 |
||||||||
|
25 |
10 |
11 |
13 |
||||||||
|
30 |
8 |
9 |
11 |
||||||||
|
35 |
7 |
8 |
11 |
||||||||
|
45 |
6 |
7 |
11 |
||||||||
|
55 |
5 |
6 |
11 |
||||||||
|
90 |
4 |
5 |
11 |
||||||||
¶ 2.4.5 DME Arc Minima
Minima Separation between different Arcs
- For Arcs at 35 miles or less from the NAVAID - 10 nm separation
- For Arcs further than 35 miles from the NAVAID - 20 nm separation
Minima Separation between an Arc and Protected Airspace
- For Arcs at 35 miles or less from the NAVAID - 5 nm separation
- For Arcs further than 35 miles from the NAVAID - 10 nm separation
¶ 2.5 Longitudinal Separation (Non-Radar)
Application of Longitudinal Separation:
- Longitudinal separation shall be applied so that the spacing between the estimated positions of the aircraft being separated is never less than a prescribed minimum
- Longitudinal separation between aircraft following the same or diverging tracks may be maintained by application of speed control, including the Mach number technique.
For the purpose of application of Longitudinal Separation:
- The term Same Tracks, means same direction tracks and intersecting tracks with an angular difference less than 45 degrees or less than 315 degrees.
- The term Reciprocal Tracks, means opposite tracks and intersecting tracks with an angular difference of more than 135 degrees but less than 225 degrees.
- The term Crossing Tracks, intersecting tracks with an angular difference not prescribed above
¶ 2.5.1 Minima based on Time (Same Track / Crossing Track)
Timed based separation may be based on position information and estimates derived from voice reports, CPDLC or ADS-C
For aircraft flying on the Same Track:
- 15 minutes,
- 10 minutes, if navigation aids permit frequent determination of position and speed
- 5 minutes, if the preceding aircraft is at least 22 kts faster than the following, in the following cases:
- Between aircraft that have departed from the same aerodrome
- Between aircraft that have reported over the same significant point
- Between departing aircraft and en-route aircraft, which has reported over a fix in relation to the departure point as to ensure 5 minute separation can be established when the aircraft joins the air route.
- 3 minutes, if the preceding aircraft is at least 44 kts faster than the following, in the cases listed under point 3
For aircraft flying on Crossing Tracks:
- 15 minutes at the point of intersection of the tracks
- 10 minutes if navigation aids permit frequent determination of position and speed.
¶ 2.5.2 Minima based on Time (Climbing / Descending)
For aircraft descending or climbing through the level of the aircraft on the Same Track:
- 15 minutes while vertical separation does not exist
- 10 minutes while vertical separation does not exist, provided where navigation aids or GNSS permits frequent determination of position and speed
- 5 minutes while vertical separation does not exist, provided that:
- The level change is commenced within 10 minutes of the time the second aircraft has reported over a common point which must be derived from ground-based navigation aids or by GNSS
For aircraft descending or climbing on Crossing Tracks:
- 15 minutes while vertical separation does not exist
- 10 minutes while vertical separation does not exist if navigation aids permit frequent determination of position and speed.
For aircraft descending or climbing on Reciprocal Tracks: Where lateral separation is not provided, vertical separation shall be provided for at least ten minutes prior to and after the time the aircraft are estimated to pass, or are estimated to have passed. Provided it has been determined that the aircraft have passed each other, this minimum need not apply.
¶ 2.5.3 Minima based on Distance (Same Track / Crossing Track)
For aircraft equipped with DME and/or GNSS on the Same Track:
- 20nm separation,
- 10nm, if the leading aircraft is 22kts faster than the following aircraft.
For aircraft equipped with DME and/or GNSS are on Crossing Tracks, the separation is the same as above, if the relative angle between the tracks are less than 90 degrees
¶ 2.5.4 Minima based on Distance (Climbing / Descending)
For aircraft equipped with DME and/or GNSS on the Same Track, while one aircraft stays level while vertical separation does not exist:
- 10nm separation
For Reciprocal Tracks , Aircraft utilizing on-track DME and/or collocated waypoint or same waypoint may be cleared to climb or descend through the levels occupied by other aircraft utilizing on-track DME and/or collocated waypoint or same waypoint, provided that it has been positively established that the aircraft have passed each other and are at least 10 nm apart.
¶ 2.5.5 Mach Number Technique for separation
This technique may be used between turbojet aircraft which are following the same or continuously diverging tracks. A Mach number must be issued to each aircraft.
The following longitudinal minima only apply when using this technique:
- 10 minutes if the preceding aircraft is less than Mach 0.01 faster than the following aircraft.
- 9 minutes if the preceding aircraft is less than Mach 0.02 faster than the following aircraft
- 8 minutes if the preceding aircraft is less than Mach 0.03 faster than the following aircraft
- 7 minutes if the preceding aircraft is less than Mach 0.04 faster than the following aircraft
- 6 minutes if the preceding aircraft is less than Mach 0.05 faster than the following aircraft
- 5 minutes if the preceding aircraft is less than Mach 0.06 faster than the following aircraft
¶ 3. Coordination
¶ 3.1 General Coordination
The following procedures shall be used unless in conflict with a Letter of Agreement with the facility.
The following procedures shall be used for coordination with other Air Navigation Service Providers, Generally adjacent Area Control Centers or Oceanic Control Centers.
Note 1: Check Annex B for detailed information on phraseology, purpose and extra notes and/or regulations. Specifically OCA coordination phraseology.
The Controller shall contact adjacent facilities for the following reasons:
- To notify them of the opening or closing of your area of responsibility and exchanging the appropriate information (Closing/Opening time, transfer of aircraft, status of aircraft/traffic flow, etc)
- To coordinate the transfer or handling of traffic.
- To coordinate a clearance or instruction for any traffic in your AoR, which needs approval from an adjacent facility.
The Controller shall use the following for coordination:
- The Controller shall NEVER use the guard frequency for coordination between air traffic services, it is reserved for managing emergencies in some cases.
- The ATC tab channel can be used to broadcast general information to all controllers and observers in the area. It is not suitable for coordination between two air traffic control positions
- IvAc labels are used to minimise the transmission of clearance parameters by chat messages as they can be seen by all controllers. Only the controller who has assumed the aircraft will be able to change these labels.
- Direct Communications using the chat function (command : .chat (Position), example: .chat RJTG_CTR) (To add/remove people to a chat you may use: .A (Position) or .R (Position) )
- Direct Communications using the Intercom
¶ 3.2 Coordination with Approach/Departure
Tokyo ACC shall coordinate with Approach and Departure to ensure efficient pre-sequencing and integration of departing aircraft. Some example of coordination:
- In cases of published procedures, Tokyo ACC shall coordinate with Approach/Departure for suitable transfer levels and points
- In cases of unpublished procedures, Tokyo ACC shall coordinate with Approach/Departure for suitable transfer points or zones, with an associated altitude if required.
- Tokyo ACC can grant direct routes towards characteristic points to prepare the approach sequence or integration.
- Tokyo ACC, may give holding clearances in order to reduce the flow of traffic into the TMA, if required.
- Tokyo ACC, may coordinate with departure for increased transfer levels to help departure handle departure flow
Flights should be transferred before reaching the boundaries of the TMA.
¶ 3.3 Coordination with Tokyo OCA
(This is a quick reminder, a guide for the correct/specific terminology will be available in ANNEX B : PHRASEOLOGY, with additional information)
¶ 3.3.1 Coordination for aircraft from Tokyo ACC to Tokyo OCA (or Tokyo ACC to Oceanic)
The Tokyo En-Route Controller (CTR) shall initiate coordination with the receiving facility (most likely Tokyo OCA) between 30 to 15 minutes before the estimated time of arrival (ETA) of the aircraft to the Transfer of Control Point (TCP) (fix or coordinates). Coordination should consist of the following:
- Tokyo ACC shall commence with Coordination Estimate (EST) with the receiving facility
- The receiving facility will respond with a Logical Acknowledgement Message (LAM),
- The receiving facility will respond with an Acceptance (ACP) or Coordination (CDN),
- If the receiving facility responded with the Acceptance (ACP), Tokyo ACC responds with a Logical Acknowledgement Message (LAM) (Further Coordination will be made if needed)
- If the receiving facility responded with a Coordination (CDN), Tokyo ACC may respond with Acceptance (ACP) if the proposed Coordination (CDN) is possible, if not then the receiving facility responds with a new Coordination (CDN). This will continue until the receiving party of a CDN accepts the CDN via an Acceptance (ACP) and the second party will respond with Logical Acknowledgement Message (LAM) (Further Coordination will be made if needed)
Note 1: It is the responsibility of both controllers to negotiate a safe and efficient TCP, Flight Level and time of crossing the TCP.
Note 2: For initial contact a REJ is not possible, Initial Contact can also consist of a PAC.
¶ 3.3.2 Coordination for aircraft from Tokyo OCA to Tokyo ACC (or Oceanic to Tokyo ACC)
The adjacent facility shall initiate coordination with Tokyo ACC between 30 to 15 minutes before the estimated time of arrival (ETA) of the aircraft to the Transfer of Control Point (TCP) (fix or coordinates). Coordination should consist of the following:
- The adjacent facility shall commence with Coordination Estimate (EST) with the receiving facility
- Tokyo ACC will respond with a Logical Acknowledgement Message (LAM),
- Tokyo ACC will respond with an Acceptance (ACP) or Coordination (CDN),
- If Tokyo ACC responded with the Acceptance (ACP), the adjacent facility responds with a Logical Acknowledgement Message (LAM) (Further Coordination will be made if needed)
- If the Tokyo ACC has a Coordination (CDN), the adjacent facility may respond with Acceptance (ACP) if the proposed Coordination (CDN) is possible, if not then Tokyo Radio responds with a new Coordination (CDN). This will continue until the receiving party of a CDN accepts the CDN via an Acceptance (ACP) and the second party will respond with Logical Acknowledgement Message (LAM) (Further Coordination will be made if needed)
Note 1: It is the responsibility of both controllers to negotiate a safe and efficient TCP, Flight Level and time of crossing the TCP.
Note 2: For initial contact a REJ is not possible, Initial Contact can also consist of a PAC.
¶ 3.3.3 Transfer of Control
The transfer of control between two Air Navigation Service Provider uses Transfer Of Control (TOC) and Acceptance of Control (AOC)
The notional exchange of messages at crossings:
- The adjacent facility sends a Transfer Of Control (TOC) message.
- The receiving facility sends a Logical Acknowledgement Message (LAM).
- The receiving facility sends an Acceptance of Control (AOC) message.
- The adjacent facility sends a Logical Acknowledgement Message (LAM).
This exchange of messages should be completed such that transfer of control is effected, and the aircraft instructed to change frequency, approximately 5 minutes prior to the transfer of control point (TCP).
¶ 3.3.4 Cancellation of Coordination
An aircraft may change flight routes for multiple reasons.
The Cancellation of Notification and/or Coordination (MAC) message is used when the adjacent facility informs the receiving facility that the flight is no longer relevant to them. The receiving facility shall respond with Logical Acknowledgement Message (LAM).
This does not mean the flight was cancelled.