Haneda (RJTT) procedure
Join Date: Apr 2006
Location: N5721.2W00216.4
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What the previous two respondents to this thread do not understand:
There are some flight ops departments, mine included, where a request for airfiled information from flight ops; airfield plates, briefs, whatever:- will be met with the following response:
1) Why
2) We are busy at the moment
3) I'll do it next week
4) XYZ is off sick
5) It's not that simple
- not necessarily in that order.
The airfield brief, which will come out as a memo shortly before one is due to operate to the airfield in question, will almost certainly be copied from another airlines out of date manual set and the author of the memo will have no recent operating experience, or no experience at all, of the airfield in question. The airfield charts will be on the aircraft on the day or handed to you before you operate and may not be a familiar format.
In other words, you are on your own.
If I could help the author of this thread, I would.
There are some flight ops departments, mine included, where a request for airfiled information from flight ops; airfield plates, briefs, whatever:- will be met with the following response:
1) Why
2) We are busy at the moment
3) I'll do it next week
4) XYZ is off sick
5) It's not that simple
- not necessarily in that order.
The airfield brief, which will come out as a memo shortly before one is due to operate to the airfield in question, will almost certainly be copied from another airlines out of date manual set and the author of the memo will have no recent operating experience, or no experience at all, of the airfield in question. The airfield charts will be on the aircraft on the day or handed to you before you operate and may not be a familiar format.
In other words, you are on your own.
If I could help the author of this thread, I would.
Thread Starter
Join Date: Sep 2005
Location: Far east
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Thanks for all the responds. I got the chart but there are so many difference approach procedures. Since Tokyo is one of the busiest airport, and we got no any previous airport experience. I need some kind of briefing to familiarize with our new destination.Thank you anyway.
Join Date: Dec 2000
Location: on the golf course (Covid permitting)
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I have not operated there before, but have uncovered this, which might help.
PREFERENTIAL RUNWAYS - TAKE-OFF
The following runways are generally used except when the said runways are not available or an urgent situation exists.
- Runways 16L, 16R, 34L & 34R can be used.
- Runway 04 is used when northeast wind is about 20kts or more.
There are however preferential runways for certain time slots as listed below:
- Between 2100-2300 UTC Runway 16L or 16R is preferentially used even with
a tailwind velocity up to 7kt.
- Between 2300-0000 UTC Runway 16L or 16R is preferentially used even with a tailwind velocity up to 7kt and when traffic permits.
- Between 0000-1300 UTC Runway 16L/R or 34L/R.
- Between 1300-1400 UTC Runway 16L or 34R is preferentially used when traffic permits.
- Between 1400-2100 UTC Runway 16L or 34R. When these are unavailable, Runway 16R, 04 or 34L are used in that order.
For jet aircraft, only scheduled flights are authorised to take off from Runway 34L between 2200-0000 UTC. (See HUMMINGBIRD 4 SID).
LANDING
Runways 16L, 22, 34L & 34R can be used.
There are however preferential runways for certain time slots as listed below:
- Between 2100-2200 UTC Runway 16L or 34R is preferentially used when traffic permits.
- Between 2200-0000 UTC Runway 16L/R or 34L/R.
- Between 0000-1300 UTC Runway 34L or 34R is preferentially used even with a tailwind velocity up to 7kt.
- Between 1300-1400 UTC Runway 16L or 34R is preferentially used when traffic permits.
- Between 1400-2100 UTC Runway 16L or 34R. Runway 22 is used when Runway 16L/34R are not available due to crosswind.
When Runway 16L, 22, 34R are unavailable, Runway 34L is used.
Reverse thrust
Unless for safety reasons, pilots are requested to refrain from using reverse thrust other than idle reverse after landing at Runway 34L or 22.
ROUTEING AND PROCEDURE
Except in emergency, or when advised by NOTAM, procedures must be adhered to, however it remains pilots responsibility to ensure safe operation of the aircraft.
Take-off Runway 04 and 34R - right
turn as soon as practicable to keep noise level to a minimum in residential areas located north, northwest and northeast of aerodrome.
Take-off Runway 34L - Between 1400-2100 UTC, right turn departure only. For left turn departure left as soon as practicable to keep noise level to a minimum in residential areas located north, northwest and west of aerodrome. Intersection take-offs not permitted. Aircraft should fly at 3000 or above over Kawasaki Petroleum Site.
Landing Runway 16L - adhere strictly to prescribed track during circling to final to keep noise level to a minimum in residential area located north of aerodrome.
Between 1400-2100 UTC, VOR C via JOHAN NIGHT NORTH RNAV, JOHAN NIGHT SOUTH 1 or 2 RNAV STARs. (Other STARs are applicable only in the case of malfunction of FMS etc).
Or LLZ VOR W 34R followed by circling to the east of the runway. (LLZ V 34R is applicable only in case of malfunction of FMS) or visual approach (Radar vectors provided from KAIHO). In order to minimise noise in residential areas north of the airport, a/c should fly along or inside of the course during the circling to final.
Landing Runway 22 - Do not overfly residential areas. For this purpose a lighting facility indicates residential area to the north. Approach guidance lights installed in vicinity on DYE to facilitate final approach.
Visual approach or VOR or VOR B approach is primary, ILS or LLZ approach
when others not applicable. Between 1400-2100 UTC, ILS approach is only applied when VOR approach are not applicable.
Landing Runway 34L/R - To reduce noise levels to the southeast of the aerodrome, the following procedures are applied:
Between 2100-2330 UTC and 1300-1400
UTC:
- ILS or LLZ X 34R
- ILS or LLZ X 34L
Between 1400-2100 UTC:
- Runway 34R: LLZ W 34R (via PQE-KAIHO) LLZ V 34R, ILS or LLZ X 34R
- Runway 34L: LLZ W 34L (via PQE-KAIHO) LLZ V 34L, ILS X 34L
Lower landing gear as late as operational requirements permit.
Note: between 1300-2200 UTC apply Delayed Flap Approach Procedures.
INTERNATIONAL AND CONNECTING INTERNATIONAL FLIGHTS
The following additional requirements apply to international flights and for flights connecting to international flights.
Between 1400-2100 UTC: Only aircraft with a valid noise certificate in accordance with ICAO Annex 16, Volume 1, Part II, Chapter 3 are permitted to
operate under this paragraph.
Use Of Runways:
Take Off: Runway 16L/34R preferentially used.
When these runways are not available, Runway 16R, 04 or 34L is used as
follows:
(i) In order to reduce noise to the north, northeast and northwest of the
aerodrome:
Runway 16R is preferred even when tailwind velocity is less than 7kt.
Runway 04 is used when tailwind velocity for Runway 16R is at or
greater than 7kt.
Runway 34L is used, only when unable to depart from Runway 04 due to crosswinds from the northwest (20kt or greater). In this case, right turn departures only available.
(ii) Runway 16R, 04 or 34L: MTOW: 19T or less
(iii) When taking off from Runway 04, Takeoff roll should be commenced from
300m inside the runway threshold.
Landing: R/W 16L/34R is preferentially used.
When these runways are not available due to crosswind, R/W 22 is used.
When R/W 16L, 22 or 34R are not available, R/W 34L is used.
Routeing and Procedure
Departures:
Use OPPAR TWO departure.
For R/Ws 04, 16L, 16R, 34L, 34R commence turn as soon as practicable.
Arrivals:
For arrivals via PQE-KAIHO (except ILS approach), the IAP are applied as follows:
- For R/W 16L: VOR C via JONAN NIGHT SOUTH (2) RNAV arrival, LLZ W 34R, LLZ V 34R (followed by circling east of runway) or Visual Approach (Radar vectors provided from KAIHO).
- For R/W 34R: LLZ W 34R, LLZ V 34R (only when LLZ W 34R malfunctioning
FMS etc.) of ILS X 34R (when LLZ procedures not applicable.
- For R/W 22: VOR, VOR B via ASAHI NIGHT SOUTH 2 RNAV arrival or
Visual Approach (Radar vector provided from KAIHO).
- For R/W 34L: LLZ W 34L, LLZ V 34L (only when LLZ W 34L malfunctioning
FMS etc.) or ILS X 34L ( when LLZ procedures not applicable.
Landings R/W 16L - Complete turns as quickly as practicable. Do not overshoot to north of aerodrome.
Landings R/W 22 - Do not fly north of DYE 088R once visual clearance has been authorised.
Reverse Thrust
Unless for safety reasons, pilots are requested to refrain from using reverse thrust other than idle after landing at R/W 34L or 22.
PREFERENTIAL RUNWAYS - TAKE-OFF
The following runways are generally used except when the said runways are not available or an urgent situation exists.
- Runways 16L, 16R, 34L & 34R can be used.
- Runway 04 is used when northeast wind is about 20kts or more.
There are however preferential runways for certain time slots as listed below:
- Between 2100-2300 UTC Runway 16L or 16R is preferentially used even with
a tailwind velocity up to 7kt.
- Between 2300-0000 UTC Runway 16L or 16R is preferentially used even with a tailwind velocity up to 7kt and when traffic permits.
- Between 0000-1300 UTC Runway 16L/R or 34L/R.
- Between 1300-1400 UTC Runway 16L or 34R is preferentially used when traffic permits.
- Between 1400-2100 UTC Runway 16L or 34R. When these are unavailable, Runway 16R, 04 or 34L are used in that order.
For jet aircraft, only scheduled flights are authorised to take off from Runway 34L between 2200-0000 UTC. (See HUMMINGBIRD 4 SID).
LANDING
Runways 16L, 22, 34L & 34R can be used.
There are however preferential runways for certain time slots as listed below:
- Between 2100-2200 UTC Runway 16L or 34R is preferentially used when traffic permits.
- Between 2200-0000 UTC Runway 16L/R or 34L/R.
- Between 0000-1300 UTC Runway 34L or 34R is preferentially used even with a tailwind velocity up to 7kt.
- Between 1300-1400 UTC Runway 16L or 34R is preferentially used when traffic permits.
- Between 1400-2100 UTC Runway 16L or 34R. Runway 22 is used when Runway 16L/34R are not available due to crosswind.
When Runway 16L, 22, 34R are unavailable, Runway 34L is used.
Reverse thrust
Unless for safety reasons, pilots are requested to refrain from using reverse thrust other than idle reverse after landing at Runway 34L or 22.
ROUTEING AND PROCEDURE
Except in emergency, or when advised by NOTAM, procedures must be adhered to, however it remains pilots responsibility to ensure safe operation of the aircraft.
Take-off Runway 04 and 34R - right
turn as soon as practicable to keep noise level to a minimum in residential areas located north, northwest and northeast of aerodrome.
Take-off Runway 34L - Between 1400-2100 UTC, right turn departure only. For left turn departure left as soon as practicable to keep noise level to a minimum in residential areas located north, northwest and west of aerodrome. Intersection take-offs not permitted. Aircraft should fly at 3000 or above over Kawasaki Petroleum Site.
Landing Runway 16L - adhere strictly to prescribed track during circling to final to keep noise level to a minimum in residential area located north of aerodrome.
Between 1400-2100 UTC, VOR C via JOHAN NIGHT NORTH RNAV, JOHAN NIGHT SOUTH 1 or 2 RNAV STARs. (Other STARs are applicable only in the case of malfunction of FMS etc).
Or LLZ VOR W 34R followed by circling to the east of the runway. (LLZ V 34R is applicable only in case of malfunction of FMS) or visual approach (Radar vectors provided from KAIHO). In order to minimise noise in residential areas north of the airport, a/c should fly along or inside of the course during the circling to final.
Landing Runway 22 - Do not overfly residential areas. For this purpose a lighting facility indicates residential area to the north. Approach guidance lights installed in vicinity on DYE to facilitate final approach.
Visual approach or VOR or VOR B approach is primary, ILS or LLZ approach
when others not applicable. Between 1400-2100 UTC, ILS approach is only applied when VOR approach are not applicable.
Landing Runway 34L/R - To reduce noise levels to the southeast of the aerodrome, the following procedures are applied:
Between 2100-2330 UTC and 1300-1400
UTC:
- ILS or LLZ X 34R
- ILS or LLZ X 34L
Between 1400-2100 UTC:
- Runway 34R: LLZ W 34R (via PQE-KAIHO) LLZ V 34R, ILS or LLZ X 34R
- Runway 34L: LLZ W 34L (via PQE-KAIHO) LLZ V 34L, ILS X 34L
Lower landing gear as late as operational requirements permit.
Note: between 1300-2200 UTC apply Delayed Flap Approach Procedures.
INTERNATIONAL AND CONNECTING INTERNATIONAL FLIGHTS
The following additional requirements apply to international flights and for flights connecting to international flights.
Between 1400-2100 UTC: Only aircraft with a valid noise certificate in accordance with ICAO Annex 16, Volume 1, Part II, Chapter 3 are permitted to
operate under this paragraph.
Use Of Runways:
Take Off: Runway 16L/34R preferentially used.
When these runways are not available, Runway 16R, 04 or 34L is used as
follows:
(i) In order to reduce noise to the north, northeast and northwest of the
aerodrome:
Runway 16R is preferred even when tailwind velocity is less than 7kt.
Runway 04 is used when tailwind velocity for Runway 16R is at or
greater than 7kt.
Runway 34L is used, only when unable to depart from Runway 04 due to crosswinds from the northwest (20kt or greater). In this case, right turn departures only available.
(ii) Runway 16R, 04 or 34L: MTOW: 19T or less
(iii) When taking off from Runway 04, Takeoff roll should be commenced from
300m inside the runway threshold.
Landing: R/W 16L/34R is preferentially used.
When these runways are not available due to crosswind, R/W 22 is used.
When R/W 16L, 22 or 34R are not available, R/W 34L is used.
Routeing and Procedure
Departures:
Use OPPAR TWO departure.
For R/Ws 04, 16L, 16R, 34L, 34R commence turn as soon as practicable.
Arrivals:
For arrivals via PQE-KAIHO (except ILS approach), the IAP are applied as follows:
- For R/W 16L: VOR C via JONAN NIGHT SOUTH (2) RNAV arrival, LLZ W 34R, LLZ V 34R (followed by circling east of runway) or Visual Approach (Radar vectors provided from KAIHO).
- For R/W 34R: LLZ W 34R, LLZ V 34R (only when LLZ W 34R malfunctioning
FMS etc.) of ILS X 34R (when LLZ procedures not applicable.
- For R/W 22: VOR, VOR B via ASAHI NIGHT SOUTH 2 RNAV arrival or
Visual Approach (Radar vector provided from KAIHO).
- For R/W 34L: LLZ W 34L, LLZ V 34L (only when LLZ W 34L malfunctioning
FMS etc.) or ILS X 34L ( when LLZ procedures not applicable.
Landings R/W 16L - Complete turns as quickly as practicable. Do not overshoot to north of aerodrome.
Landings R/W 22 - Do not fly north of DYE 088R once visual clearance has been authorised.
Reverse Thrust
Unless for safety reasons, pilots are requested to refrain from using reverse thrust other than idle after landing at R/W 34L or 22.
