¶ Haneda International Airport (RJTT)
¶ Introduction
This Annex presents all the essential procedures and rules applicable in Haneda International Airport (RJTT)
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 |
|---|---|---|---|
| RJTT_1_01 | AIRAC : 2510 | 729389 | 12/2025 |
¶ Table of Contents:
Overview of Tokyo INTL
1.1 Aerodrome Data
1.2 Air Traffic Service Frequencies
1.3 Aerodrome Chart
Aerodrome Control Services
2.1 Delivery Clearance Position (DEL)
2.2 Ground Controller (GND)
2.2.1 Taxi Routes
2.2.2 Gate / Stand Assignement
2.3 Tower Controller (TWR)
2.3.1 Runway Configuration & Usage
2.3.2 Intersection Departures
2.3.3 Wake Turbulence Separation
2.4 Automatic Terminal Information Service
2.5 Simultaneous Parallel ILS Approaches (SPIA)
2.6 Simultaneous Parallel LDA Approaches (SILA)
Approaches & Departure (STAR & SIDS)
3.1 Departure SIDs
3.2 North flow
3.3 West flow
3.4 South flow
3.5 Night flow
¶ Overview of Tokyo INTL
¶ 1.1 Aerodrome Data
| Information | ||
|
ICAO |
RJTT |
|
|
IATA |
HND |
|
|
Airport Name |
Tokyo INTL |
|
|
Time Zone Conversion |
UTC +9 |
|
|
Coordinates |
353312N/1394652E |
|
|
Direction and distance from (City) |
14km (7.6nm) S of Tokyo Station (Japan Railway) |
|
|
Altitude / Temperature reference |
21ft / 31°C (2004-2008) |
|
|
MAG VAR/ Annual change |
8°W (2021) / 4.2’W |
|
|
Permitted traffic types |
IFR / VFR |
|
|
Runway |
04/22, 05/23, 16L/34R, 16R/34L |
|
¶ 1.2 Air Traffic Service Frequencies
|
Position |
Callsign |
ICAO |
Frequency |
|
TWR |
Tokyo Tower |
RJTT_TWR |
118.100 MHz |
|
GND |
Tokyo Ground |
RJTT_GND |
118.225 MHz |
|
DEL |
Tokyo Delivery |
RJTT_DEL |
121.825 MHz |
¶ 1.3 Aerodrome Charts
¶ 1.3.1 Ground Chart
¶ 1.4 Runway Data
¶ 1.4.1 Runway Physical Characteristics
|
Runway |
Dimensions (m) |
Surface |
|
16L / 34R |
3360×60 |
Asphalt |
|
16R / 34L |
3000×60 |
Asphalt |
|
04 / 22 |
2500×60 |
Asphalt |
|
05 / 23 |
2500×60 |
Asphalt |
¶ 1.4.2 Declared Distances
|
Designator |
TORA |
TODA |
ASDA |
LDA |
|
16L 34R |
3360 3360 |
3360 3360 |
3360 3360 |
2970 3000 |
|
16R 34L |
3000 3000 |
3000 3000 |
3000 3000 |
2520 3000 |
|
04 22 |
2500 2500 |
2500 2500 |
2500 2500 |
2500 2500 |
|
05* 23 |
2500 2500 |
2500 2500 |
2500 2500 |
- 2500 |
* Not usable for LDG
¶ Aerodrome Control Services
Aerodrome Control Services provide Air Traffic Control Services for traffic within the aerodrome, with the exception of aircraft in the arrival or departure phase of their flight (which are controlled by the Approach Control Services). The Objective of the Aerodrome Control Services are the following (ICAO-ANNEX 11):
- Prevent collision between aircraft
- Prevent collision between the aircraft on the manoeuvering area and obstructions within that area
- Expedite and maintain orderly flow of air traffic.
For the SSR, please refer to the SSR Code Allocations For RJJJ docuement.
¶ 2.1 Delivery Clearance Position (DEL)
The Delivery Clearance Position is connected as RJTT_DEL.
The Delivery Clearance Position is responsible for the following:
- Verifying the Flight Plan of aircraft before issuing the IFR route clearance.
- Delivery of the IFR route clearance, after validation of the flight plan. The IFR Clearance should include:
- A Standard Instrument Departure (SID) procedure or an alternative departure procedure which was coordinated with the Approach Controller (APP or DEP) (Note 1)
- The active runway for departure
- The initial Flight Level or Altitude
- The transponder code
- It may also include a departure slot or other instructions
- Making sure that the pilot reads back all parts of the clearance correctly
- Transferring the pilot to the Ground Controller (GND), next available ATC position, or if there are no higher positions online transfer the pilot to UNICOM on 122.800MHz
Note 1: If no Standard Instrument Departure is possible, the controller may invite the pilot to modify their flight plan or propose a multi-directional departure procedure negotiated with the approach (APP) or departure (DEP) controller
Note 2: In case the Ground Controller (GND) being subject to over-occupation, the Delivery Clearance Position (DEL), shall delay the the delivery of clearances, until the Ground Controller (GND) is able to manage the traffic
¶ 2.2 Ground Controller (GND)
The Ground Controller is connected as RJTT_GND.
The Ground Controller is responsible for the following:
- All Traffic on the manoeuvring area with the exception of runways. (Note 1)
- The security of all traffic in its manoeuvering area
- The Issue the Start-Up and Pushback clearance if required and safely
- If the Delivery Clearance position (DEL) is not online, the Ground Controller (GND) shall take its responsibility of the delivery of IFR route clearances.
- The transfer of traffic to the TWR controller (or the next highest position, if there are no higher positions then UNICOM on 122.800MHz) at the latest when it has reached the runway holding point, and anticipated if no taxi conflict will exist. (Note 2)
Note 1: In the case of a runway crossing, the controller will transfer the traffic to the Tower Controller (TWR) (or appropriate controlled), Nevertheless the Tower Controller (TWR) may instruct a runway crossing with the
Note 2: A monitor (or “Stand by For”) clearance can be given if the Tower Controller agrees. Some pilots will not know the difference between a monitor clearance and standard transfer, this is normal and the controller shall refrain from speaking “stiffly” to the pilot
¶ 2.2.1 Taxi Routes
Taxi routes for Departure are instructed by ATC using route names in the table below.
|
Direction |
Route Name |
Routing Via |
|
|
DEPARTURE |
To RWY 05 |
ROUTE 5 |
TWY A-R-S |
|
ARRIVAL |
From RWY 23 |
TWY S-R-A |
Note 1: Alternative routing may be instructed by ATC as required
Note 2: Some pilots will not know these routes, in this case use standard phraseology.
¶ 2.2.2 Terminal Layout:
Red: Terminal 1: Domestic (JAL, SKY)
Blue: Terminal 2: Domestic, some ANA Intl (ANA, ADO, SNJ)
Green: Terminal 3: International
Yellow: Maintenance Hangars
Light Grey: International Cargo
Dark Grey: Domestic Cargo
Purple: Coast Guard
Pink: Business Jet/GA parking
¶ 2.3 Tower Controller (TWR)
The Tower Controller is connected as RJTT_TWR.
The Tower Controller is responsible for the following:
- Runway operations (Take-offs, Landings as well as line-up, crossing, back-track…)
- Aircraft flying within the area of responsibility of the aerodrome control tower.
- Management of the aerodrome circuit
- Traffic separation during take-offs and landings
- The Transfer of aircraft traffic to the Ground Controller (GND) after the aircraft vacates the runway
- The Transfer of aircraft traffic after take-off to the Approach Controller (APP), Departure Controller (DEP) or Center Controller (CTR), and if none of these positions are online, then to UNICOM on 122.800 MHz.
- If the Ground Controller (GND) is not online, then the Tower Controller (TWR) shall take its responsibilities.
- Provision of Traffic Information
- Setting up the ATIS as well as choosing the appropriate active runways
- Handling Go-Arounds (Note 1)
Note 1: A Go-Around can be announced at any time by the pilots. ATC must issue a Go-Around clearance if there is an obstruction on the runway, when the aircraft is about to reach the runway threshold (2NM).
Here is an example of how to fill in the ATIS box:
¶ 2.3.1 Runway Configuration & Usage
There are three main runway configurations during the daytime (2100-1400z). If you need help determining which runway(s) to use, LiveATC & FlightRadar are useful tools to reference. For information regarding the types of approaches, check the Approach Control section.
The North Flow is the preferential runway configuration. The departure runways are 05 and 34R, and the arrival runways are 34L and 34R.
The West Flow is used most of the time when the prevailing winds are southerly. The exception is when the South Flow is in use (see below). The departure runways are 16L and 16R, and the arrival runways are 22 and 23.
The South Flow is used for roughly 3 hours between 0600z-1000z when the prevailing winds are southerly. The departure runways are 16L and 16R, and the arrival runways are 22 and 23.
At night time (1400z-2100z), a different configuration is used. During the night, specific restrictions are put in place for noise abatement. (Check noise abatement procedures below). The airport is very conveniently placed, allowing aircraft to enter and exit via the ‘gulf’ to the South of the airport. If you need help determining which runway(s) to use, LiveATC & FlightRadar are useful tools to reference.
The departure runway should be chosen from: 05, 16L, 16R, 34R or 04, in that order, wind abiding. For the arrival runway, when the prevailing winds are northerly, 34R or 34L should be used, in that order. When the prevailing winds are southern, 23, 16L or 22 should be used, in that order.
¶ 2.3.2 Intersection Departures
When RWY 34R/16L, 05, 16R, 04/22 is in use, departing aircraft may be instructed intersection departure from C2, C3, C13, D2, A15/L15, A14/L14, B2/T2 or B13 without pilot's consent. Aircraft unable to depart from C2, C3, C13, D2, A15/L15, A14/L14, B2/T2 or B13 intersections shall advise "TOKYO GROUND/TOWER" accordingly.
The remaining runway length for intersection departures are as follows:
|
To |
Taxiway |
RWY Length Remaining |
|
34R |
C2 C3 C5 C6 C7 C8 |
2,920m(9,590ft) 2,820m (9,250ft) 2,420m (7,930ft) 2,100m (6,880ft) 1,780m (5,830ft) 1,330m (4,360ft) |
|
16L |
C13 C12 C11 C10 C9 |
3,180m (10,440ft) 2,800m (9,190ft) 2,480m (8,160ft) 2,030m (6,680ft) 1,650m (5,430ft) |
|
34L |
A2 A3/L3 A4/L4 A5 L5 A6/L6 A7 A9/L9 |
2,520m (8,260ft) 2,420m (7,960ft) 2,320m (7,630ft) 2,010m (6,590ft) 1,980m (6,490ft) 1,890m (6,200ft) 1,570m (5,150ft) 1,470m (4,820ft) |
|
16R |
RWY 04/22 A15 L15 A14 L14 A13 A12 L13 L12 A11/L11 A10 |
2,770m (9,080ft) 2,600m (8,550ft) 2,550m (8,370ft) 2,490m (8,190ft) 2,440m (8,010ft) 2,310m (7,570ft) 2,000m (6,560ft) 2,080m (6,850ft) 1,800m (5,910ft) 1,930m (6,350ft) 1,500m (4,920ft) |
|
04 |
B2/T2 B3/T3 B4/T4 B5/T5 B6/T6 |
2,310m (7,570ft) 2,030m (6,670ft) 1,800m (5,900ft) 1,810m (5,950ft) 1,530m (5,030ft) |
|
22 |
B13 B12 T12 B11 T11 B10 B9 T9 |
2,320m (7,620ft) 1,930m (6,340ft) 1,880m (6,170ft) 1,660m (5,460ft) 1,630m (5,370ft) 1,580m (5,190ft) 1,470m (4,830ft) 1,520m (5,010ft) |
|
05 |
D2 D3 D4 D5 |
2,320m (7,620ft) 1,800m (5,900ft) 1,880m (6,170ft) 1,500m (4,920ft) |
¶ 2.3.3 Wake Turbulence Separation
For General Departures:
|
Following Aircraft |
Leading Aircraft |
Departing Separation Minima |
|
Light |
Medium |
2 Minutes |
|
Medium |
Heavy |
2 Minutes |
|
Light |
Heavy |
3 Minutes |
|
Medium |
A380 |
3 Minutes |
|
Light |
A380 |
3 Minutes |
For Arrivals
|
Following Aircraft |
Leading Aircraft |
Departing Separation Minima |
|
Light |
Medium |
2 Minutes |
|
Medium |
Heavy |
2 Minutes |
|
Light |
Heavy |
3 Minutes |
|
Medium |
A380 |
3 Minutes |
|
Light |
A380 |
3 Minutes |
Note: Tower is not responsible for Wake Separation Minima for arrival aircraft
¶ 2.4 Automatic Terminal Information Service
The Automatic Terminal Information Service of Tokyo will be provided by the Tower Controller.
If the Tower Controller is offline the ATIS shall be provided by the Approach Controller. If the Approach Controller is offline then the ATIS shall be provided by the Ground Controller or Delivery Clearance Position.
Transition Level and Transition Altitude in Japan are always:
Transition level: FL140 / Transition Altitude: 14000
The remarks field of the ATIS, shall include necessary parameters for any flight
The remark field shall include the following:
- If the use of specific procedures such as Simultaneous Parallel ILS Approaches, Simultaneous Parallel LDA Approaches or Simultaneous Parallel RNP Approaches are in use. (Check 2.5, 2.6 and 2.7 for more information about these procedures and when they are used.)
¶ 2.5 Simultaneous Parallel ILS Approaches (SPIA)
(Not to be confused with: Simultaneous Parallel ILS/PAR Approaches)
An Approach Controller shall be online for these procedures.
Simultaneous Parallel ILS Approaches are a type of ILS approaches to parallel runways with centerlines spaced by at least 4,300feet and with a No Transgression Zone(NTZ) established between the extended runway centerlines, where radar separation minima between aircraft on adjacent extended centerlines are not prescribed. ATC instructions are issued as necessary to ensure aircraft do not enter NTZ.
At Narita INTL airport, the applicable runways are: Runway 34L and 34R, Runway 16L and 16R at Tokyo INTL Airport
Aircraft shall be advised that SPIA are in force. This information may be provided through the ATIS broadcasts. Example: “Simultaneous Parallel ILS Approaches to RWY34L and 34R are in progress.”
SPIA may be cleared when the following conditions are met. However, SPIA shall not be applied under certain adverse weather conditions which might affect safe operations (e.g. windshear on the final approach course, etc.):
- Straight-in landings will be made.
- Missed approach courses are diverged by at least 30°.
- ATC is monitoring the approaches to each runway.
ATC Procedures:
- ATC shall provide a minimum of 1,000ft vertical or minimum of 3.0NM radar separation until each aircraft intercepts each localizer course and then aircraft at the higher altitude intercepts glide path.
- ATC shall continue radar monitoring even after aircraft is switched to TWR frequency and instruct aircraft as prescribed below on the frequency when necessary.
- ATC shall instruct aircraft to return to the correct final approach course when aircraft are observed to over-shoot or to continue on a track which will penetrate NTZ, and instruct aircraft on the adjacent final approach course to avoid the deviating aircraft when an aircraft is observed penetrating NTZ.
ATC shall use the following Phraseology:
- Instruction to return to the correct localizer course
- “TURN LEFT/RIGHT AND RETURN TO THE LOCALIZER COURSE.”
- Instruction to avoid the deviating aircraft
- “TRAFFIC ALERT, [repeat aircraft identification], TURN LEFT/RIGHT IMMEDIATELY, HEADING [number], CLIMB AND MAINTAIN [altitude].”
- ATC shall terminate radar monitor when visual separation is applied by ATC, but shall not advise the aircraft that radar monitoring is terminated.
¶ 2.6 Simultaneous Independent LDA Approached (SILA)
An Approach Controller shall be online for these procedures.
Applicable instrument approach procedures for SILA:
- LDA W RWY22 (with VPT), LDA W RWY23 (with VPT), LDA Z RWY22 (with VPT), LDA Z RWY23 (with VPT), LDA X RWY22 (with VPT), and LDA X RWY23 (with VPT)
(VPT stands for Visual maneuver with Prescribed Track)
Aircraft shall be advised that SILA are in force. This information may be provided through the ATIS broadcasts. Example :"Simultaneous LDA approaches to RWY22 and RWY23 are in progress."
SILA may be cleared when the following conditions are met. However, SILA shall not be applied under certain adverse weather conditions which might affect safe operations (e.g. windshear on the final approach course, etc.):
- No Transgression Zone (NTZ) 610m wide is established equidistant between localizer courses
ATC Procedures:
- Aircraft shall be provided a minimum of 1,000ft vertical separation or a minimum of 3NM radar separation until intercepting localizer course.
- ATC shall continue radar monitoring even after aircraft is switched to TWR frequency and instruct aircraft as prescribed below on the frequency when necessary.
- Aircraft observed to overshoot the turn-on or continue on a track which will penetrate the NTZ will be instructed to return to the correct localizer course. If a deviating aircraft fails to respond to such instructions or is observed penetrating the NTZ, the aircraft on the adjacent localizer course shall be instructed to avoid the deviating aircraft.
- When going around, pilots should report ATC as soon as practicable, and proceed in accordance with the go around procedure described on the chart until receiving ATC instructions.
ATC shall use the following Phraseology:
- Instruction to return to the correct localizer course
- “TURN LEFT/RIGHT AND RETURN TO THE LOCALIZER COURSE.”
- Instruction to avoid the deviating aircraft
- “TRAFFIC ALERT, [repeat aircraft identification], TURN LEFT/RIGHT IMMEDIATELY, HEADING [number], CLIMB AND MAINTAIN [altitude].”
- ATC shall terminate radar monitor when visual separation is applied by ATC, but shall not advise the aircraft that radar monitoring is terminated.
¶ 2.7 Simultaneous Independent RNP Approached (SIRA)
An Approach Controller shall be online for these procedures.
Applicable instrument approach procedures for SIRA:
- RNP RWY16L, RNP RWY16R
Aircraft shall be advised that SILA are in force. This information may be provided through the ATIS broadcasts. Example :“Simultaneous RNP approaches to RWY16L and RWY16R are in progress.”
SIRA may be cleared when the following conditions are met. However, SIRA shall not be applied under certain adverse weather conditions which might affect safe operations (e.g. windshear on the final approach course, etc.):
- No Transgression Zone (NTZ) 610m wide is established equidistant between localizer courses
ATC Procedures:
- Aircraft shall be provided a minimum of 1,000ft vertical separation or a minimum of 3NM radar separation until intercepting the localizer course.
- ATC shall continue radar monitoring even after aircraft is switched to TWR frequency and instruct aircraft as prescribed below on the frequency when necessary.
- Aircraft observed to overshoot the turn-on or continue on a track which will penetrate the NTZ will be instructed to return to the correct localizer course. If a deviating aircraft fails to respond to such instructions or is observed penetrating the NTZ, the aircraft on the adjacent localizer course shall be instructed to avoid the deviating aircraft.
- When going around, pilots should report ATC as soon as practicable, and proceed in accordance with the go around procedure described on the chart until receiving ATC instructions.
ATC shall use the following Phraseology:
- Instruction to return to the correct localizer course
- “TURN LEFT/RIGHT AND RETURN TO THE LOCALIZER COURSE.”
- Instruction to avoid the deviating aircraft
- “TRAFFIC ALERT, [repeat aircraft identification], TURN LEFT/RIGHT IMMEDIATELY, HEADING [number], CLIMB AND MAINTAIN [altitude].”
- ATC shall terminate radar monitor when visual separation is applied by ATC, but shall not advise the aircraft that radar monitoring is terminated.
¶ 2.8 Noise Abatement Procedures
|
Takeoff |
|
|
2100z to 1400z |
Preferentially: RWY 05 and 34R (north wind operation applied) RWY16L and 16R (south wind operation applied) Between 0600z to 1000z: RWY 16R, RWY16L, RWY22 RWY04 is used when northeast wind is about 20 knots or more, or, when RWY05 or RWY34R is closed. |
|
1400z to 2100z |
Preferentially: RWY05(north wind operation applied) RWY16L(south wind operation applied) When RWY05 and RWY16L are not available, RWY16R is used. RWY04 is used when RWY05, RWY16L/R and RWY34R are not available. |
|
Landings |
|
|
2100z to 1400z |
Preferentially: RWY34L and 34R (north wind operation applied) RWY22 and 23 (south wind operation applied) Between 0600z to 1000z: RWY16R, RWY16L From 2100UTC to 0600UTC and from 1000UTC to 1400UTC, RWY16L is used when southeast wind is about 20knots or more, or, when RWY22 is not available (including the case that RWY23 is not available and RWY22 is unsuitable.). |
|
1400z to 1400z |
Preferentially: RWY 34R (north wind operation applied) RWY 23 (south wind operation applied) When north wind operation is applied, and RWY34R is not available, RWY34L is used. When south wind operation is applied, and RWY23 is not available, RWY16L and RWY22 are used in this order. |
¶ 3. Approach & Departures (SIDs & STARs)
¶ 3.1 Departure SIDs
SID Designator:
- A: From 2100z to 1400z, excluding periods listed below
- B: From 2200z to 0230z,
- C: About 3 hours from 0600z to 1000z
Runway 16R/16L :
|
End Fix |
SID |
|||
|
BEKLA |
BEKLA 3 A* BEKLA 4 B* BEKLA 5 C* |
|||
|
GLUSRO |
TIARA 2 A* TIARA 3 B* TIARA 3 C* GUSRO 1* |
|||
|
LAXAS |
LAXAS 4* |
|||
|
NINOX |
NINOX 4* |
|||
|
OPPAR |
OPPAR 4 |
|||
|
ROVER |
ROVER 3 A* ROVER 4 B* ROVER 4 C* |
|||
|
RUTAS |
RUTAS 4* |
|||
|
SEKIYADO SYE (VOR/DME) |
SEKIYADO 4 |
|||
|
VAMOS |
VAMOS 4* |
|||
|
VISIP |
VISIP 1 ISOGO 3 (PROP ONLY) |
|||
*RNAV 1
Runway 34R/34L/04/05
|
End Fix |
SID |
Runway |
|
|
BEKLA |
BEKLA 3 A* |
RWY 34R RWY 34L RWY 04 RWY 05 |
|
|
GLUSRO |
TIARA 2 A* GUSRO 1* |
||
|
LAXAS |
LAXAS 4* |
||
|
NINOX |
NINOX 4* |
||
|
OPPAR |
OPPAR 4 |
||
|
ROVER |
ROVER 3 A* |
||
|
RUTAS |
RUTAS 4* |
||
|
SEKIYADO SYE (VOR/DME) |
SEKIYADO 4 |
||
|
VAMOS |
VAMOS 4* |
||
|
VISIP |
VISIP 1 ISOGO 3 (PROP ONLY) |
||
|
BEKLA |
BEKLA 4 B* BEKLA 5 C* |
RWY 34R RWY 05 |
|
|
GLUSRO |
TIARA 3 B* TIARA 3 C* |
||
|
ROVER |
ROVER 4 B* ROVER 4 C* |
||
*RNAV 1
Runway 22
|
End Fix |
SID |
Runway |
|
|
GUSRO |
GUSRO 1* |
RWY 22 |
|
|
LAXAS |
LAXAS 4* |
||
|
NINOX |
NINOX 4* |
||
|
RUTAS |
RUTAS 4* |
||
|
VAMOS |
VAMOS 4* |
||
*RNAV 1
TRANSITIONS
|
First Fix |
Transition |
End Fix |
|
|
OPPAR |
JYOGA TRANSITION* |
JYOGA |
|
|
UTIBO TRANSITION* |
UTIBO |
||
|
ROVER |
BRUCE TRANSITION* |
AGRIS |
|
|
AKAGI TRANSITION* |
AKAGI |
||
|
INUBO TRANSITION* |
INUBO |
||
|
VAMOS |
TATEYAMA TRANSITION* |
UTIBO |
|
|
DRAKY TRANSITION* |
OSHIMA XAC (VORTAC) |
||
|
VISIP |
CHIKURA TRANSITION |
UTIBO |
|
|
OSHIMA TRANSITION |
OSHIMA XAC (VORTAC) |
||
*RNAV1
¶ 3.2 North flow
In the North flow, runways 34L & 34R are in use - the preferred daytime runway configuration. The type of approach is determined based on the visibility. If in doubt, FlightRadar is useful to check what they are using IRL.
VP = Vectoring Point (see above)
|
North flow arrivals (Good visibility) |
||||||
|
Final Route Fix |
Primary |
Secondary |
||||
|
IAP |
STAR |
VP1 |
VP2 |
IAP |
STAR |
|
|
XAC |
ILS X 34L |
OSHIMA 1K |
ANZAC |
KAIHO |
HIGHWAY VISUAL 34R |
OSHIMA 2H |
|
AKSEL |
AKSEL 1K |
AKSEl |
KAIHO |
AKSEL 2H |
||
|
AROSA |
AROSA 1K |
AVEEY |
KAIHO |
AROSA 2H |
||
|
GODIN |
HIGHWAY VISUAL 34R |
GODIN 1H |
CACAO |
ILS X 34L |
GODIN 2K |
|
|
POLIX |
POLIX 1H |
CACAO |
POLIX 2K |
|||
|
North flow arrivals (Poor visibility) |
||||||
|
Final Route Fix |
Primary |
Secondary |
||||
|
IAP |
STAR |
VP1 |
VP2 |
IAP |
STAR |
|
|
XAC |
ILS Z 34L |
OSHIMA 1A |
ANZAC |
ARLON |
ILS Z 34R |
OSHIMA 2C |
|
AKSEL |
AKSEL 1A |
AKSEl |
ARLON |
AKSEL 2C |
||
|
AROSA |
AROSA 1A |
AVEEY |
ARLON |
AROSA 2C |
||
|
GODIN |
ILS Z 34R |
GODIN 1C |
CREAM |
ILS Z 34L |
GODIN 2A |
|
|
POLIX |
POLIX 1C |
CREAM |
POLIX 2A |
|||
What is the HIGHWAY VISUAL 34R ?:
HIGHWAY VISUAL 34R is an approach method that requires a visual on the highway for approach. Therefore, the controller will need to follow the following procedures to issue a clearance for this approach. (C: Controller, P: Pilot)
1. C: ANA102, Expect HIGHWAY VISUAL RWY34R approach.
P: Expect HIGHWAY VISUAL RWY34R approach, ANA102.
When the aircraft approaches CREAM, CLOAK or CAMEL and has the highway in sight.
2. C: ANA102, Report highway in sight.
P: Highway in-sight, ANA102.
3. C: ANA102, Roger. Cleared HIGHWAY VISUAL RWY 34R approach.
P: Cleared HIGHWAY VISUAL RWY 34R approach, ANA102.
When the aircraft approaches CAMEL and does not have the highway in sight.
2. C: ANA102, Report highway in sight.
P: Highway not in sight, ANA102
3. C: ANA102, Roger. Fly heading xxx re-vectors for approach.
P: Fly heading xxx, ANA102.
If multiple pilots cannot see the highway in sight, the controller responsible may change the approach operations to the “North Wind Approaches (unclear skies)” instead.
¶ 3.3 West flow
In the West flow, runways 22 & 23 are in use - this configuration is most frequently used (or rather when the South flow is not in use) when the prevailing winds are southerly. The type of approach is determined based on the visibility. If in doubt, FlightRadar is a useful tool to check what they are using IRL.
| South flow arrivals (Preferred configuration, Good visibility) | ||||||
| Final Route Fix | Primary | Secondary | ||||
| IAP | STAR | VP1 | VP2 | IAP | STAR | |
| XAC | LDA W 22 | OSHIMA 1B | SOLAR | BACON | LDA X 23 | OSHIMA 2B |
| AKSEL | AKSEL 1B | SALLY | BACON | AKSEL 2B | ||
| AROSA | AROSA 1B | BACON | AROSA 2B | |||
| GODIN | LDA W 23 | GODIN 1D | DATUM | LDA X 22 | GODIN 2D | |
| POLIX | POLIX 1D | DATUM | POLIX 2D | |||
| South flow arrivals (Rarely used, bad visibility) | ||||||
| Final Route Fix | Primary | Secondary | ||||
| IAP | STAR | VP1 | VP2 | IAP | STAR | |
| XAC | ILS 22 | OSHIMA 1N | SOLAR | NYLON | ILS Z 23 | OSHIMA 2N |
| AKSEL | AKSEL 1N | SALLY | NYLON | AKSEL 2N | ||
| AROSA | AROSA 1N | NYLON | AROSA 2N | |||
| GODIN | ILS Z 23 | GODIN 1S | STEAM | ILS 22 | GODIN 2S | |
| POLIX | POLIX 1S | STEAM | POLIX 2S | |||
¶ 3.4 South flow
In the South flow, runways 16L & 16R are in use - this configuration is used for roughly 3 hours between 0600z-1000z when the prevailing winds are southerly. The type of approach is determined based on the visibility. If in doubt, FlightRadar is a useful tool to check what they are using IRL.
| Final Route Fix | Primary | Secondary | ||||
| IAP | STAR | VP1 | VP2 | IAP | STAR | |
| XAC |
RNP 16L (ILS 16L) |
OSHIMA L | SOLAR | SANDY |
RNP 16R (ILS 16R) |
OSHIMA R |
| AKSEL | AKSEL L | SALLY | SANDY | AKSEL R | ||
| AROSA | AROSA L | SANDY | AROSA R | |||
| GODIN |
RNP 16R (ILS 16R) |
GODIN R | NOVEL | NATTY |
RNP 16L (ILS 16L) |
GODIN L |
| POLIX | POLIX R | NOVEL | NATTY | POLIX L | ||
The primary approach for runways 16L and 16R is the RNP approach. The ILS is very rarely used.
¶ 3.5 Night flow
During the night, specific restrictions are put in place for noise abatement. The airport is very conveniently placed, allowing aircraft to enter and exit via the ‘gulf’ to the South of the airport.
The arrival runway should be determined based on the winds. When the prevailing winds are northerly, 34R or 34L should be used, in that order. When the prevailing winds are southern, 23, 16L or 22 should be used, in that order.
In the night flow, VP1 = N/A, VP2 = KAIHO
NA = Night arrival
| Final Route Fix | 34L / 34R | 22/23 | 16L | |||
| IAP | STAR | IAP | STAR | IAP | STAR | |
| XAC |
ILS Y |
OSHIMA NA |
LDA Y (ILS Y 23) |
OSHIMA NA | VOR A | OSHIMA V |
| AKSEL | AKSEL NA | AKSEL NA | AKSEL V | |||
| AROSA | AROSA NA | AROSA NA | AROSA V | |||
| GODIN | MESSE NA* | MESSE NA* | MESSE V* | |||
| POLIX | ||||||
*Aircraft should be vectored, considering noise abatement, to MESSE.
In bad visibility with southerly winds, ILS Y 23 should be used.