¶ Narita International Airport (RJAA)
¶ Introduction
This Annex presents all the essential procedures and rules applicable in Narita International Airport (RJAA)
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 |
|---|---|---|---|
| RJAA_1_01 | AIRAC : 2510 | 729389 | 12/2025 |
¶ Table of Contents:
1. Overview of Narita
1.1 Aerodrome Data
1.2 Air Traffic Service Frequencies
1.3 Aerodrome Chart
2. 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 Independent Departures (SPID)
2.7 Noise Abatement Procedures
2.8 A380 Procedures
2.9 B747-8 procedures
3. Approach & Departures (SIDs & STARs)
3.1 Departures & Transitions
3.1 Approaches
¶ Overview of Narita
¶ 1.1 Aerodrome Data
|
Information |
||
|
ICAO |
RJAA |
|
|
IATA |
NRT |
|
|
Airport Name |
Narita |
|
|
Time Zone Conversion |
UTC +9 |
|
|
Coordinates |
354555N 1402308E |
|
|
Direction and distance from (City) |
57.5km (31nm) E (BRG. 80° GEO.) from Tokyo Station (JR) 7.0km (3.8nm) ESE (BRG. 100° GEO.) from Narita Station (JR) |
|
|
Altitude / Temperature reference |
135ft / 31°C (2018-2022) |
|
|
MAG VAR/ Annual change |
8°W (2023) / 3' W |
|
|
Permitted traffic types |
IFR / VFR |
|
|
Runway |
16R/34L & 16L/34R |
|
¶ 1.2 Air Traffic Service Frequencies
|
Position |
Callsign |
ICAO |
Frequency |
|
TWR |
Narita Tower |
RJAA_TWR |
118.2MHz |
|
GND |
Narita Ground |
RJAA_GND |
121.95MHz |
|
DEL |
Narita Delivery |
RJAA_DEL |
121.9MHz |
¶ 1.3 Aerodrome Charts
¶ 1.3.1 Ground Chart
¶ 1.4 Runway Data
1.4.1 Runway Physical Characteristics
|
Runway |
Dimensions (m) |
Surface |
|
16R/34L |
4000×60 |
Asphalt |
|
16L/16R |
2500x60 |
Asphalt |
1.4.2 Declared Distances
|
Designator |
TORA |
TODA |
ASDA |
LDA |
|
RWY 16R RWY 34L RWY 16L RWY 34R |
4000 4000 2500 2500 |
4000 4000 2500 2500 |
4000 4000 2500 2500 |
4000 4000 2500 2500 |
¶ 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.
¶ 2.1 Delivery Clearance Position (DEL)
The Delivery Clearance Position is connected as RJAA_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 RJAA_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.
|
DEPARTURE |
To |
Route Name |
Routing Via |
|
16R |
Route 1 |
K, S6, C, W, W6 And A |
|
|
34L |
Route 2 |
C, S7, K and A |
|
|
16L |
Route 3 |
A, K, S6, C and B |
|
|
34R |
Route 4 |
A, S, C, S7 and K |
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.
Note 3: the B747-8 and A380 Unless there is a particular reason, A380 and 747-8 taxiing routes are only permitted within the areas as shown on the attached chart “A380 MOVEMENT AREA” and “B747-8 MOVEMENT AREA”
¶ 2.2.2 Gate/Stand Assignement
Useful Link: https://www.narita-airport.jp/en/flight/airline-search/
Be aware that B747 and A380 have a list of approved stands. (See A380 or B747 procedures below)
¶ 2.3 Tower Controller (TWR)
The Tower Controller is connected as RJAA_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
| Time | Runway in use | Remark |
|
1400z To 2100z* |
16R / 34L (4000x60)** |
Due to Noise Restrictions. 16L / 34R is only allowed for emergency aircraft. |
|
2100z to 1400z |
16R / 34L (4000x60) 16L / 34R (2500x60) |
16R / 34L Prioritised due to length |
* Noise Abatement Procedures
** Only Runway available for the A380
¶ 2.3.2 Intersection Departures
The remaining runway length for intersection departures are as follows:
|
To |
Taxiway |
RWY Length Remaining |
|
16R |
A9 |
3,630m (11,930 feet) |
|
36L |
A2 |
3,610m (11,870 feet) |
|
16L |
B6 |
1,860m (6,100feet) 2,100m (6,890feet) |
|
36R |
B2 |
2,030m (6,660feet) 2,150m (7,050feet) 1,740m (5,710feet) |
¶ 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 Narita will be provided by 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 or Simultaneous Parallel Independent Departures (SPID) are in use. (Check 2.5 and 2.6 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
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 Parallel Independent Departures (SPID)
SPID will be conducted for the aircraft flying RNAV1 SID on the adjacent runway RWY34L/34R or RWY16L/16R.
Aircraft shall be advised that SPID are in force. This information may be provided through ATIS broadcasts, “Simultaneous parallel departures (from runway [number] left and right are) in progress.”
SPID, where radar separation minima between aircraft on the adjacent straight-out departure courses are not prescribed, will be conducted when the following conditions are met. However, SPID shall not be applied under certain adverse weather conditions which might affect safe operations (e.g. windshear, strong winds, etc.):
- Departure No Transgression Zone (DNTZ) 610m (2000ft) wide is established equidistant between initial straight-out segments of departure courses.
- The aircraft is flying an RNAV1 SID
ATC Procedures:
- ATC shall monitor both aircrafts to ensure aircraft does not deviate from the required path during the initial straight-out climb.
ATC Phraseology:
- To verify that the pilot has loaded the correct SID into their FMS, before take-off clearance is given ATC shall say “VERIFY INITIAL WAYPOINT [initial fix].” during the takeoff clearance, which requires the pilot to validate with: “RNAV TO [initial fix], RUNWAY [number], CLEARED FOR TAKE OFF.” If the initial Fix of the SID loaded into the FMS does not satisfy the verification, pilots shall not take off and advise ATC until alternative instructions are given.
- Aircraft observed to continue on a track which will penetrate DNTZ will be instructed to head to avoid aircraft on the adjacent departure course. If the deviating aircraft fails to respond ATC will instruct the adjacent aircraft to deviate.
- “TRAFFIC ALERT, [repeat aircraft identification], TURN LEFT/RIGHT IMMEDIATELY, HEADING [number], (CLIMB AND) MAINTAIN [altitude].”
The Initial Fixes on RNAV SIDs associated with each runway:
|
RUNWAY |
INITIAL FIX |
|
34L |
ARIES (ASTRA*) |
|
34R |
BOXER |
|
16L |
BEAMS |
|
16R |
ASPEN |
*Only for PEDLA [number] DEPARTURE
¶ 2.7 Noise Abatement Procedures
During the hours from 1400z and 2100z, the only available RWY is 16R/34L, with exceptions for emergency aircraft.
¶ 2.8 A380 Procedures
Runway:
- The only available runway for the A380 is RWY 16R/34L. The A380 is not permitted to use RWY 16L/34R
- It is required to use digital avionics, as RWY 16R/34L is a Code E OFZ (Obstacle Free Zone)
Runway Holding Points:
- The A380 can hold at A10, A9, A2 and A1, as the clearance is adequate
Taxiway and Apron:
- Reduced taxiway-taxilane center line separation of 90m is applied for simultaneous A380 taxi at W and R between W5 and S1, at W between C and W12, and at S1 between C and S. On these taxiways/taxilanes, A380 needs to reduce taxiing speed and accurately track the center lines.
- A380 should take taxilane T9 to taxi to NR96.
A380 Movement Chart
A380 Parking Stands:
NR15, NR26, NR45, NR46, NR54, NR66, NR67, NR68, NR96, NR191, NR192, NR231, NR232, NR410, NR411, NR427, NR428, NR444, NR445, NR446, NR447, NR448, NR449, NR450, NR512, NR709, NR802 and NR807.
¶ 2.8 B747-8 Procedures
Runway:
- All runways are available for the B747-8
- It is required to use digital avionics, as RWY 16R/34L is a Code E OFZ (Obstacle Free Zone)
Taxiway and Apron:
- Reduced taxiway center line-object separation is applied on K between B8 and E2. On this taxiway, B747-8 needs to reduce taxiing speed and accurately track the center line, as separation between wingtip and the boundary fence is 10.5m.
- On taxiway D3, and N1 between D2 and D3, B747-8 is required to be towed during taxiing.
B747-8 Movement Chart
B747-8 Parking Stands:
NR26, NR67, NR68, NR191, NR192, NR204, NR205, NR207, NR208, NR209, NR210, NR211, NR231, NR232, NR410, NR411, NR422, NR423, NR424, NR425, NR426, NR427, NR428, NR443, NR444, NR445, NR446, NR447, NR448, NR449, NR450, NR512, NR702, NR703, NR704, NR705, NR706, NR707, NR708, NR709, NR710, NR801, NR802, NR803, NR804, NR805, NR806, NR807, NR808, NR902, NR903 and NR904.
¶ Approach & Departures (SIDs & STARs)
¶ 3.1 Departures & Transitions
DEPARTURES 16R/16L
|
End Fix |
SID |
Runway | |||
|
AKAGI |
SAKURA 5 |
RWY 16R | |||
|
SUNNS |
SUNNS 2 |
||||
|
TETRA |
SAKURA 5 |
||||
|
BORLO |
BORLO 2* |
RWY 16R RWY 16L |
|||
|
GLUBO |
GLUBO 2* |
||||
|
OLVAN |
OLVAN 1* |
||||
|
PEDLA |
PEDLA 1* |
||||
|
PIGOK |
PIGOK 2* |
||||
|
REDEK |
REDEK 2* |
||||
|
TETRA |
TETRA 8* |
||||
*RNAV1
DEPARTURES 34L/34R
|
End Fix |
SID |
Runway | |
|
AKAGI |
SAKURA 5 |
RWY 34L | |
|
SUNNS |
SUNNS 2 |
||
|
TETRA |
SAKURA 5 |
||
|
BORLO |
BORLO 2* |
RWY 34L RWY34R |
|
|
GLUBO |
GLUBO 2* |
||
|
OLVAN |
OLVAN 1* |
||
|
PEDLA |
PEDLA 1* |
||
|
PIGOK |
PIGOK 2* |
||
|
REDEK |
REDEK 2* |
||
|
TETRA |
TETRA 8* |
||
*RNAV1
|
First Fix |
Transition |
End Fix |
|
|
TETRA |
SHIZUOKA TRANSITION |
SHIZUOKA |
|
|
TETRA |
KIMIN TRANSITION* |
KIMIN |
|
|
TETRA |
AGRIS TRANSITION* |
AGRIS |
|
|
TETRA |
ENPAR TRANSITION* |
ENPAR |
|
|
OLVAN |
SAMUS TRANSITION* |
SAMUS |
|
*RNAV1
¶ 3.1 Approaches
ARRIVALS 16R/16L
|
Final Route Fix |
RWY 16R |
RWY 16L |
||
|
IAP |
STAR |
IAP |
STAR |
|
|
LUBLA |
ILS Z 16R |
LUBLA G* |
ILS Z 16L ILS Y 16L LOC Y 16L RNP 16L |
LUBLA G* |
|
RUTAS |
RUTAS G* RUTAS N* |
RUTAS G* RUTAS N* |
||
|
SUPOK |
SUPOK G * SUPOK N* |
SUPOK G* SUPOK N* |
||
|
SWAMP |
SWAMP G* SWAMP N* |
SWAMP G* SWAMP N* |
||
|
BINKS |
ILS Y or LOC RWY16R VOR 16R |
BINKS NORTH |
ILS/LOC X 16L |
BINKS NORTH |
|
BOSPA |
BOSPA NORTH |
BOSPA NORTH |
||
|
LUBLA |
LUBLA N* |
X |
||
|
RUTAS |
RUTAS N* |
|||
|
SUPOK |
SUPOK N* |
|||
|
SWAMP |
LAKES NORTH SWAMP N* |
LAKES NORTH |
||
*RNAV1
ARRIVALS 34L/34R
|
Final Route Fix |
RWY 34L |
RWY 34R |
||
|
IAP |
STAR |
IAP |
STAR |
|
|
BINKS |
ILS 34L LOC 34L VOR 34L (ELGAR) (TYLER) (GIINA IF) |
BINKS SOUTH A |
ILS Z 34R ILS/LOC Y 34R RNP 34R ELGAR TYLER TEMIS IF |
BINKS SOUTH B |
|
BOSPA |
BOSPA SOUTH A |
BOSPA SOUTH B |
||
|
LUBLA |
LUBLA E* |
LUBLA E* |
||
|
RUTAS |
RUTAS E* RUTAS T* |
RUTAS E* RUTAS T* |
||
|
SUPOK |
SUPOK E* SUPOK T* |
SUPOK E* SUPOK T* |
||
|
SWAMP |
SWAMP E* SWAMP SOUTH A |
SWAMP E SWAMP SOUTH B |
||
*RNAV1