| IATA/ICAO CODE: |
HND/RJTT |
| CITY: |
Tokyo |
| COUNTRY: |
Japan |
AIRPORT CONTACT
Information updated by the Japan Civil Aviation Bureau 3/2009
| Name: |
Takao Ueki |
| Title: |
Noise Abatement Technology Office |
| Airport: |
Tokyo (Haneda) International |
Address:
|
Noise Abatement Technology Office
Civil Aviation Bureau
Ministry of Land, Infrastructure and Transport
2-1-3 Kasumigaseki, Chiyoda-ku
Tokyo 100-8918, Japan |
| Phone: |
+81 3 5253 8724 |
| Fax: |
+81 3 5253 1658 |
| Email: |
ueki-t2gc@mlit.go.jp |
| Airport Web Sites: www.mlit.go.jp/english/civil_aviation/airport.html |
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
|