Tokyo Haneda International

AIRPORT CONTACT

Information updated by the Japan Civil Aviation Bureau 3/2009

ELEVATION: 21 ft.

RUNWAY INFORMATION
Orientation	Length (m)	Displaced Threshold (m)	Glide Slope(deg)	Width (m)
04/22	2500	-	3.0	45
16R/34L	3000	-	3.0	60
16L/34R	3000	-	3.0	60

NOISE ABATEMENT PROCEDURES

Preferential Routes and Operating Procedures 1 For General Except in the event an aircraft is in an emergency, an unavoidable situation or unless otherwise specified by NOTAMs, the following procedures shall be adhered to by all aircraft. However, it is not intended that any of the procedures herein shall in any manner abrogate the responsibility of the pilot in command to assure the safe operations of the aircraft. 1-1 Take-off 1500UTC - 2100UTC Only OPPAR Two Departure (No alternate procedures) is applicable. Runway34L - Between the hours of 1400UTC and 2100UTC, only right turn departure is permitted. For left turn departure In order to minimize public annoyance due to aircraft noise in the residential areas located north, northwest and west of the airport, the aircraft should comply with the following procedures. (1) The aircraft should commence turns as soon as practicable with bank angles and speeds as prescribed in each operator's flight manuals. (2) Intersection takeoffs are not permitted. (3) The aircraft should fly at or above an altitude of 3000 feet over Kawasaki Petrochemical Complex area. 1-2 Landing Gear-down should be delayed as far as operationally practicable. Between the hours of 1300UTC and 2200UTC, all aircraft should perform Delayed Flap Approach Procedures Runway16L In order to minimize public annoyance due to aircraft noise in the residential areas located at north of the airport, all arriving aircraft should fly along or inside of the course shown in RJTT AD2-38 in AIP JAPAN during the circling to final. 1400UTC - 2100UTC VOR C via JONAN NIGHT NORTH RNAV ARRIVAL or JONON NIGHT SOUTH NR1/NR2 RNAV ARRIVAL is primarily applied. The others are applicable only in case of malfunction of FMS, etc. Runway22 Aircraft shall not fly over the residential area (a lighting facility is installed indicating the residential areas located at its north side.). In addition, approach guidance lights are arranged in the vicinity of DYE VOR/DME for facilitating a final approach. (See RJTT AD2-39 in AIP JAPAN) 2100UTC - 1400UTC Visual Approach, VOR RWY22 or VOR B is primarily applied. ILS or LOC RWY22 is applied only when above procedures are not applicable. 1400UTC - 2100UTC. (1) VOR RWY22 or VOR B via ASAHI NIGHT NORTH RNAV ARRIVAL or ASAHI NIGHT SOUTH NR1/Nr2 RNAV ARRIVAL is primarily applied. The other STARs are applicable only in case of malfunction of FMS, etc. (2) ILS or LOC RWY22 is not applied even when VOR RWY22 is not applicable. (3) Reverse Thrust - In order to reduce aircraft noise in the vicinity of the airport, pilots are requested to limit the use of reverse thrust to idle power after landing on RWY22. Runway 34R/L These approaches are applied in order to minimize public annoyance for aircraft noise in the residential areas located southeast of the airport. 2100UTC - 2330UTC and 1300UTC - 1400UTC ILS X or LOC X RWY34R or ILS X or LOC X RWY34L is primarily applied. 1400UTC - 2100UTC (1) LOC W RWY34R or LOC W RWY34L via PQE - KAIHO is primarily applied. LOC V RWY34R or LOC V RWY34L via PQE – KAIHO is applicable only in case of malfunction of FMS, etc. When the above mentioned procedures are not applicable, ILS X or LOC X RWY34R or ILS X or LOC X RWY34L is applied. (2) Reverse Thrust - In order to reduce aircraft noise in the vicinity of the airport, pilots are requested to limit the use of reverse thrust to idle power after landing on RWY34L. 2 For International Flights and Ferry Flights connecting with International Flights Except in the event an aircraft is in an emergency, or unless otherwise specified by NOTAMs, the following procedures shall be adhered to by all aircraft. However it is not intended that any of the procedures herein shall in any manner abrogate the responsibility of the pilot in command to assure the safe operation of the aircraft. 2-1 Take-off 1400UTC - 2100UTC Only OPPAR Two Departure (No alternate procedures) is applicable. Runway34R In order to minimize public annoyance for aircraft noise in the residential areas located north, northwest and northeast of the airport, aircraft should commence right turns as soon as practicable with bank angles and speeds as prescribed in each operators flight manuals. Runway16R (1) Maximum take-off weights: 190 tons or less. (2) In unexpected situations such as strong cross wind, about 20 knots or more etc., it is not required to comply with the requirements showing to (1). Runway04 (1) In order to minimize publish annoyance for aircraft noise in the residential areas located north, northwest and northeast of the airport, aircraft should commence right turns as soon as practicable with bank angles and speeds as prescribed in each operators flight manuals. (2) Maximum take-off weights: 190 tons or less. (3) Take-off roll should be commenced from 300m inside of the RWY04 threshold (at the aiming point marking). (4) In unexpected situations such as strong cross wind, about 20 knots or more etc., it is not required to comply with the requirements showing to (2) and (3). Runway34L (1) In order to minimize publish annoyance for aircraft noise in the residential areas located north, northwest and northeast of the airport, aircraft should commence right turns as soon as practicable with bank angles and speeds as prescribed in each operators flight manuals. (2) Only right turn departure is permitted. (3) Maximum take-off weights: 190 tons or less. (4) In unexpected situations such as strong cross wind, about 20 knots or more etc., it is not required to comply with the requirements showing to (3). 2-2 Landing 1400UTC - 2100UTC All arriving aircraft should fly via PQE - KAIHO except for ILS approach. Runway16L (1) VOR C via JONAN NIGHT SOUTH NR.2 RNAV ARRVAL (the other STARs are applicable only in case of malfunction of FMS, etc.) , LOC W RWY34R ( only in case of malfunction of FMS, etc., LOC V RWY34R is applicable) followed by circling to the east side of RWY34R or Visual Approach (RADAR vector is provided from KAIHO) is applied. (2) In order to minimize publish annoyance for aircraft noise in the residential areas located north of the airport, during the circling to final following VOR C, aircraft should fly along or inside of the course shown in RJTT AD2-38 in AIP JAPAN and during circling approach, aircraft should make turns as soon as practicable with bank angles and speeds as prescribed in each operators flight manuals so as not to overshoot towards the area. Runway34R LOC W RWY34R is primarily applied. (1) LOC V RWY34R is applicable only in case of malfunction of FMS, etc. ILS X or LOC X RWY34R is applied only incase of the above mentioned procedures are not applicable. (2) These approach procedures are applied in order to minimize public annoyance for aircraft noise in the residential areas located southeast of the airport. Runway22 (1) VOR RWY22, VOR B via ASAHI NIGHT SOUTH Nr2 RNAV ARRIVAL is primarily applied (the other STARs are applicable only in case of malfunction of FMS, etc.) or Visual Approach (RADAR vector is provided from KAIHO) is applied. (2) In order to minimize public annoyance for aircraft noise in the residential areas located northeast of the airport, the aircraft shall not fly north of DYE R-088 once visual approach clearance is issued. (3) Reverse Thrust - In order to reduce aircraft noise in the vicinity of the airport, pilots are requested to limit the use of reverse thrust to idle power after landing on RWY22. Runway34L (1) LOC W RWY34L is primarily applied. LOC V RWY34L is applicable only in case of malfunction of FMS, etc. ILS X or LOC X RWY34L is applied only incase of the above mentioned procedures are not applicable. (2) These approach procedures are applied in order to minimize public annoyance for aircraft noise in the residential areas located southeast of the airport. (3) Reverse Thrust - In order to reduce aircraft noise in the vicinity of the airport, pilots are requested to limit the use of reverse thrust to idle power after landing on RWY34L.

CONTINUOUS DESCENT ARRIVAL (CDA) - NONE

AIRPORT CURFEWS - NONE

PREFERENTIAL RUNWAYS

Noise Preferential Runways 1 For General Runways described below are used except when those runways are not available or urgent situation exists. 1-1 Take-off Runway 16L, 16R, 34R or 04 2100UTC - 2300UTC RWY16L or 16R is preferentially used when tail wind velocity is less than 7 knots. 2300UTC - 0000UTC RWY16L or 16R is preferentially used when tail wind velocity is less than 7 knots and traffic conditions permit. 0000UTC - 1300UTC During these hours, Noise Preferential Runways are not applicable. 1300UTC - 1400UTC RWY16L or 34R is preferentially used when traffic conditions permit 1400UTC - 2100UTC (1) RWY16L or 34R is preferentially used. (2) When RWY16L/34R are not available, RWY16R, RWY04 or RWY34L is preferentially used in this order. Regardless of time, RWY04 is used when northeast wind is about 20 knots or more. For jet aircraft, only authorized schedule flights are permitted to take off from RWY34L. between the hours of 2200UTC and 0000UTC. 1-2 Landing Runwy16L, 22, 34L or 34R 2100UTC - 2200UTC RWY16L or 34L is preferentially used when traffic conditions permit. 2200UTC - 0000UTC During these hours, Noise Preferential Runways are not applicable. 0000UTC - 1300UTC RWY34L or RWY34R is preferentially used when tail wind velocity is less than 7 knots. 1300UTC - 1400UTC RWY16L or 34R is preferentially used when traffic conditions permit. 1400UTC - 2100UTC (1) RWY16L or 34R is preferentially used (2) RWY22 is used when 16L/34R are not available due to cross wind. (3) When RWY16L/34R and RWY22 are not available, RWY34L is used. 2 For International Flights and Ferry Flights Connecting with International Flights 2-1 Take-off Runway 16L, 34R, 16R, 04 or 34L 1400UTC - 2100UTC 1.RWY16L or 34R is preferentially used. 2.When RWY16L/34R is not available for reason of scheduled maintenance, RWY16R, 04, 34L is preferentially used in the following order: (1) RWY16R is preferentially used when tail wind velocity is less than 7 knots. (2) RWY04 is used when tail wind velocity for RWY16R is at or greater than 7 knots (3) RWY34L is used only when unable to depart from RWY04 due to strong cross wind, about 20 knots or greater, from northwest. 2-2 Landing Runway 16L, 34R, 22 or 34L 1400UTC - 2100UTC (1) RWY16L or 34R is preferentially used. (2) RWY22 is used when RWY16L/34R are not available due to cross wind. (3) RWY34L is used When RWY16L/34R and RWY22 are not available.

OPERATING QUOTA - NONE

ENGINE RUN-UP RESTRICTIONS - NONE

APU OPERATING RESTRICTIONS - NONE

NOISE BUDGET RESTRICTIONS - NONE

NOISE SURCHARGE

Updated by JCAB 5/2007

Landing Charges of jet aircraft shall be the total of Basic Landing Charge and Noise Surcharge per each landing.

Basic Landing Charge:
Up to 25 tonnes	JPY 1000/tonne
26-100 tonnes	JPY 1400/tonne
101-200 tonnes	JPY 1550/tonne
Over 201 tonnes	JPY 1650/tonne

Noise Surcharge: Basis: noise level. Note: Noise level means those of an aircraft determined at a takeoff noise measurement and an approach noise measurement point in accordance with Annex 16 to the Convention on International Civil Aviation. Noise levels of aircraft without those as determined by Annex 16 mean those corresponding to those of Annex 16, which are officially published by the Government authorities of the manufacturing country of said aircraft". The noise surcharge is calculated as follows: The amount calculated adding the values for flyover and approach, divided by 2, minus 83 (units less than 1 EPNdB are calculated as 1) and then multiplying this value by 3400 yen. Steps for calculating this part of the noise charge: 1. Add EPNdB values for flyover and approach 2. Divide by 2 3. Subtract 83 4. Round up to the next whole number (example,7.2 is rounded to 8) 5. Multiply by 3400

NOISE MITIGATION/LAND USE PLANNING PROGRAM INFORMATION

Type of Program	Date Implemented	Status
Sound Insulation (Residences and Public Buildings)	-	-
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

8 permanent stations are installed.

FLIGHT TRACK MONITORING SYSTEM - NONE

NOISE LEVEL LIMITS - NONE

CHAPTER 2 RESTRICTIONS

Chapter 2 jet powered aircraft operations are not allowed in Japan as of April 1, 2002.

CHAPTER 2 PHASEOUT

Chapter 2 jet powered aircraft have been phase out in Japan as of April 1, 2002.

CHAPTER 3 RESTRICTIONS - NONE