RJOO — OSAKA INTL
RJOO AD 2.1 AERODROME LOCATION INDICATOR AND NAME
RJOO — Osaka INTL
RJOO AD 2.2 AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA
1 | ARP coordinates and site at AD | 344704N/1352621E |
2 | Direction and distance from (city) | 10.5km (5.7nm) NW of JR Osaka station |
3 | Elevation/ Reference temperature | 39ft / 34°C (2004-2008) |
4 | Geoid undulation at AD ELEV PSN | Nil |
5 | MAG VAR/ Annual change | 7°W (2012) / 1.0’W |
6 | AD Administration, address, telephone, telefax, telex, AFS, e-mail and/or Web-site addresses | Kansai Airports Osaka International Airport 555, 3-chome, Nishi-machi, Hotarugaike, Toyonakashi, Osaka pref, Japan Tel: 06-4865-9571 Fax: 06-4865-9570 AFS: RJOOYDYX E-mail: itm-ops@kansai-airports.co.jp Web-site: http://www.kansai-airports.co.jp/ |
7 | Types of traffic permitted(IFR/VFR) | IFR/VFR |
8 | Remarks | Osaka Airport Office (CAB) Osaka International Airport 371, 3-chome, Nishi-machi, Hotarugaike, Toyonakashi, Osaka pref, Japan Tel: 06-6843-1121 (2330-0815UTC MON THRU FRI) Tel: 06-6843-1124 (AIS) AFS:RJOOYFYX |
RJOO AD 2.3 OPERATIONAL HOURS
1 | AD Administration | 2200 – 1200 |
2 | Customs and immigration | On request Customs: 06-6576-3104, 06-6576-3123 Immigration: 06-4703-2100 |
3 | Health and sanitation | On request Quarantine(human): 06-6571-4312 Quarantine(animal): 072-455-1956 Quarantine(plant): 06-6571-0801 |
4 | AIS Briefing Office | H24 |
5 | ATS Reporting Office(ARO) | Nil |
6 | MET Briefing Office | H24 (KANSAI) |
7 | ATS | 2200-1200 (Flight Information Service (except ATIS) and Alerting Service: H24). |
8 | Fuelling | H24 |
9 | Handling | 2100-1330 |
10 | Security | 2100-1200 |
11 | De-icing | Nil |
12 | Remarks | Nil |
RJOO AD 2.4 HANDLING SERVICES AND FACILITIES
1 | Cargo-handling facilities | All the modern institutions that deal with the weight thing to a Boeing 747 type passenger plane. |
2 | Fuel/ oil types | Fuel grades: JET A-1 Oil grades: All turbine grades |
3 | Fuelling facilities/ capacity | Hydrant refueling on terminal apron for turbine fuel. Fuel truck refueling. / No limitations |
4 | De-icing facilities | Nil |
5 | Hangar space for visiting aircraft | Nil |
6 | Repair facilities for visiting aircraft | Nil |
7 | Remarks | Nil |
RJOO AD 2.5 PASSENGER FACILITIES
1 | Hotels | Hotel near the Airport. |
2 | Restaurants | Available but not continuous 0700-2130 hours |
3 | Transportation | Monorail, busses and taxies |
4 | Medical facilities | Toyonaka city hospital |
5 | Bank and Post Office | Post office at Airport |
6 | Tourist Office | At Airport |
7 | Remarks | Nil |
RJOO AD 2.6 RESCUE AND FIRE FIGHTING SERVICES
1 | AD category for fire fighting | CAT 9 |
2 | Rescue equipment | Chemical fire fighting truck x 3, Water supply truck, Emergency medical equipments conveyance truck, Lighting power supply truck |
3 | Capability for removal of disabled aircraft | Nil |
4 | Remarks | Nil |
RJOO AD 2.7 SEASONAL AVAILABILITY-CLEARING
1 | Types of clearing equipment | Snow removal equipment: Motor graders |
2 | Clearance priorities | RWY 14R/32LTWY A4, B2, B3, B4, C1, C4, C6, E1, E5, W2, W9, W10, Apron TWY BTN E1 and E5RWY 14L/32RTWY A1, A2, A3, A5, B1, W1, W3 |
3 | Remarks | Snow removal will be commenced with the order of priority as item 2, if the runways and taxiways are contaminated with 3 cm depth of snow.Seasonal availability: All seasons Any contaminants on RWY centerline, landing strip and other lighting aids shall be removed as and when necessary so as to provide good contact with RWY. |
RJOO AD 2.8 APRONS, TAXIWAYS AND CHECK LOCATIONS DATA
1 | Apron surface and strength | Surface : Concrete Strength : PCN62/R/B/X/T : SPOT NR0, 1 PCN52/R/B/X/T : SPOT NR2, 3, 15, 19, 20, 51-53, 77, 80, 83, 84 PCN74/R/B/X/T : SPOT NR4-14, 16 PCN39/R/B/X/T : SPOT NR17, 24, 25 PCN81/R/A/X/T : SPOT NR18 PCN36/R/B/X/T : SPOT NR21, 22 PCN48/R/B/X/T : SPOT NR23, 45, 45W PCN31/R/B/X/T : SPOT NR26, 27, 41-44, 70-76, 81, 82 PCN55/R/B/X/T : SPOT NR46, 47, 48 | |
2 | Taxiway width, surface and strength | Width : 30m : W2-W9(Highspeed Exit) 23m : Others Surface : Asphalt Concrete and Concrete Strength : PCN108/F/C/X/T : A1, A2, A3, A4, A5 PCN108/F/A/X/T : B1 PCN142/F/A/X/T : B2 PCN70/F/A/X/T : B3 PCN166/F/A/X/T : B4 PCN113/F/D/X/T : C1 PCN92/F/D/X/T : C2, C4, C6, C7 PCN89/F/C/X/T : C3 PCN71/R/D/X/T : C5 PCN56/R/A/X/T : E1 PCN52/R/B/X/T : E2, W1 PCN62/R/B/X/T : E3, E-INT PCN48/R/B/X/T : E4, E5 PCN52/R/B/X/T : R-INT, R1, R2, R5, R6 PCN92/F/A/X/T : W2 PCN95/F/D/X/T : W3 PCN74/F/C/X/T : W4 PCN89/F/D/X/T : W5,W7 PCN91/F/D/X/T : W6 PCN120/F/C/X/T : W8 PCN91/F/C/X/T : W9 PCN80/F/C/X/T : W10 | |
3 | ACL and elevation | Not available | |
4 | VOR checkpoints | Not available | |
5 | INS checkpoints | Spot NR 1 344706.54N 1352640.26E 2 344714.07N 1352647.61E 3 344715.89N 1352645.31E 4 344718.25N 1352642.65E 4A 344717.32N 1352640.49E 4B 344718.21N 1352641.57E 5 344716.57N 1352638.62E 6 344714.28N 1352637.81E 7 344713.53N 1352636.15E 8 344715.05N 1352634.31E 9 344717.64N 1352635.07E 10 344719.95N 1352632.33E 21 344733.17N 1352613.87E 22 344734.14N 1352615.95E 23 344735.52N 1352618.51E 24 344737.79N 1352619.40E 25 344739.76N 1352618.29E 26 344740.87N 1352616.92E 27 344741.02N 1352615.26E | 11 344719.15N 1352629.38E 12 344719.25N 1352626.14E 13 344723.11N 1352628.32E 14 344725.48N 1352625.39E 15 344724.61N 1352622.77E 16 344724.68N 1352619.37E 17 344728.66N 1352621.70E 18 344730.96N 1352618.99E 19 344730.50N 1352615.72E 20 344731.56N 1352611.79E 41 344739.21N 1352613.76E 42 344740.12N 1352612.66E 45 344738.84N 1352608.86E 45W 344738.84N 1352609.67E 46 344739.34N 1352609.46E 47 344740.51N 1352610.87E 48 344741.68N 1352612.29E |
6 | Remarks | Nil |
RJOO AD 2.9 SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM AND MARKINGS
1 | Use of aircraft stand ID signs, TWY guide lines and Visual docking/ parking guidance system of aircraft stands | ACFT stand ID sign: NR4A, NR4B, NR5 – 10, NR13, NR14, NR17, NR18, NR21 – 23. ACFT stand taxilane: R1, R2, R5, R6, apron TWY at NR1, NR5, NR6 and NR7 Apron Visual docking guidance system: NR13, NR14 (See attachment) |
2 | RWY and TWY markings and LGT | RWY: RWY 14R/32L (Marking): RWY designation, RWY CL, RWY THR, Aiming point, TDZ, RWY side stripe, RWY middle point (LGT): RCLL, REDL, RTHL, RENL, RTZL(RWY32L), WBAR(RWY32L), RWY DIST marker LGT RWY: RWY 14L/32R (Marking): RWY designation, RWY CL, RWY THR, Aiming point, TDZ, RWY side stripe, RWY middle point (LGT): RCLL, REDL, RTHL, RENL, Takeoff Hold LGT(RWY status LGT) (see attached chart), RWY DIST marker LGT TWY: ALL TWY (Marking): TWY CL, TWY side stripe (LGT): Taxiway edge LGT, Taxiway CL LGT TWY: TWY B4, C1 THRU C7, W1 THRU W10 (Marking): RWY HLDG PSN (LGT): RWY guard LGT TWY: TWY A1, B1 (Marking): Intermediate HLDG PSN (LGT): Intermediate HLDG PSN LGT TWY: TWY W2 (LGT): Stop aiming LGT SFC painted direction sign and SFC painted LCA sign (See attached chart) TWY: TWY B4, C1, C6, C7, W6 THRU W10 (LGT): RWY Entrance LGT (RWY status LGT) (see attached chart) |
3 | Stop bars | Nil |
4 | Remarks | (Marking) Overrun area (LGT) APN flood LGT |
image/RJOO_AD_2_9_Runway_Status_Lights.pdf
image/RJOO_AD_2_9_Aircraft_Stand_Taxilane_and_Parking_Areas.pdf
image/RJOO_AD_2_9_SFC_Painted_Markings.pdf
VISUAL DOCKING GUIDANCE SYSTEM | ||
1. | General | |
(1) | Aircraft parking stands NR13, NR14, are equipped with a visual docking guidance system. The pilots of an arriving aircraft assigned to park at one of these parking stands can use this system to be guided and stop the aircraft at the correct parking position. | |
(2) | This system is operational only in the automatic mode and in an event of a system failure, the aircraft shall be manually guided by a marshaller to the stopping position. | |
(3) | The visual docking guidance system consists of a display screen for pilots and a laser scanner. The system detects and analyses the aircraft type of an approaching aircraft, tracks it through the laser scanner, and displays these results on the display screen. | |
(4) | The display screen indicates the following information:type of the approaching aircraftdeviation from the lead-in center linedistance to the stopping positionThe above information is provided equally to the pilots on both left seat and right seat. | |
2. | Aircraft Type lndication | |
(1) | An operator on ground shall input the aircraft type into the system before the aircraft approaches the parking stand. Upon accepting the input, the system carries out internal calibration, stars the laser scanner simultaneously, and indicates the aircraft type according to the input. The system then will begin to indicate yellow lead-in arrows scrolling upwards prompting the aircraft to proceed. (Fig.1, Fig.2) | |
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(2) | When the laser scanner detects the approaching aircraft, the display screen will indicate the aircraft type, a “T” bar, and a lead-in upward arrow in yellow. | |
(3) | At least until the approaching aircraft arrives at a point 15 meters before the stopping position, the system will identify the aircraft type and will compare with the previously input aircraft type. If these data match, the system will continue its operation. If they do not match, the display screen will indicate “STOP” with a red border, and “ID FAIL” simultaneously. (Fig.3) | |
NOTE: At this moment, the pilots must stop the aircraft immediately.When the operator re-input the correct aircraft type into the system and the system finds it correct, it resumes normal operations indicating the correct aircraft type on its display screen. | ||
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3. | Taxiing and Lateral Center line Guidance | |
(1) | While taxiing the aircraft using the system, the pilots should maneuver the aircraft at a low speed to the stopping position. In an event when “SLOW” is indicated on the display screen, the pilots should further decelerate the taxiing speed to avoid overshooting. (Fig.4) | |
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(2) | Deviation of an upward yellow arrow from the center line of “T” indicates the deviation of the approaching aircraft relative to the center line of the parking stand either to right or left. Further, an additional flashing red arrow on the either side indicates the required direction for the aircraft to turn(Fig.5, Fig.6) and indicate numerical value of remaining distance. (Fig.7, Fig.8) | |
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4. | Stop Guidance | |
(1) | When the approaching aircraft is within 20 meters from the stopping position, the shaft of the illuminated “T” will start to reduce in its length from the bottom to indicate the approaching rate of the aircraft, indicating the remaining distance to the stopping position successively. (Fig.9, Fig.10) As the aircraft approaches the stopping position, the shaft of the illuminated “T” retract one row for every 0.3 m.At aircraft parking stands when the approaching aircraft is within 30 meters from the stopping position, display of digital countdown will start.As the aircraft approaches the stopping position, a digital countdown shows the distance to stop position numerically, for every 1.0 meters (from 30 to 5 meters to the stop position), for every 0.5 meters (from 5 to 2 meters to the stop position) or for every 0.1 meters (from 2 to 0 meters to the stop position).When the approaching aircraft is within 20 meter from the stopping position, the shaft of the illuminated “T” will start to reduce in its length from the bottom to indicate the approaching rate of the aircraft, indicating the remaining distance to the stopping position successively. (Fig.11, Fig.12) | |
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(2) | When the aircraft reaches the stopping position, a message “STOP” will be displayed on the screen with a red border. (Fig.13) | |
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(3) | When the aircraft is stopped at the correct stopping position, a message “OK” will be displayed on the screen in several seconds. (Fig.14) | |
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(4) | When the operator applies chocks, and switches on “CHOCK ON” switch, the display screen will display “CHOCK ON.” (Fig.15) | |
(5) | If the aircraft stops at a position beyond the correct stopping position, a message “TOO FAR” will be displayed on the screen. (Fig.16) | |
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5. | Cautions and Safety | |
(1) | When the system displays an incorrect aircraft type, or when such a message as “STOP”, “ID FAIL”, or “WAIT” appears on the display screen, the pilots should stop the aircraft immediately. (Fig.3, Fig.13, Fig.17) | |
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(2) | During heavy fog, rain or snow the visibility for the docking system can be reduced. When the system is activated and in capture mode, the display will deactivate the floating arrows and show “SLOW” (Fig.18). The message will be superseded by the closing rate bar as soon as the system detects the approaching aircraft. The pilot must not proceed beyond the bridge, unless the “SLOW” text has been superseded by the closing rate bar. | |
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RJOO AD 2.10 AERODROME OBSTACLES
RWY/Area affected | Obstacle type | Coordinates | Elevation | Markings/ LGT | Remarks |
See AD2.24 Aerodrome Obstacle Chart |
RJOO AD 2.11 METEOROLOGICAL INFORMATION PROVIDED
1 | Associated MET Office | KANSAI |
2 | Hours of service MET Office outside hours | H24 (KANSAI) |
3 | Office responsible for TAF preparation Periods of validity | KANSAI 30 Hours |
4 | Trend forecast Interval of issuance | Nil |
5 | Briefing/ consultation provided | Briefing is available upon inquiry at KANSAI |
6 | Flight documentation Language(s) used | C En |
7 | Charts and other information available for briefing or consultation | S6, U85, U7, U5, U3, U25, U2/Tr, PS, P5, P3, P25, PSWE, PSWF, PSWG, PSWI, PSWM, PSW(domestic), E, C, WE, WF, WG, WI, W, N |
8 | Supplementary equipment available for providing information | Doppler Radar for Airport Weather (See below chart) |
9 | ATS units provided with information | TWR, ATIS |
10 | Additional information (limitation of service, etc.) | Nil |
image/RJOO_AD_2_11_Airspace_for_the_Advisory_Service_concerning_Low_Level_Wind_Shear.pdf
RJOO AD 2.12 RUNWAY PHYSICAL CHARACTERISTICS
Designations RWY NR | TRUE BRG | Dimensions of RWY(M) | Strength(PCN) and surface of RWY | THR coordinates THR geoid undulation | THR elevation and highest elevation of TDZ of precision APP RWY |
1 | 2 | 3 | 4 | 5 | 6 |
14R | 135° | 3000×60 | PCN 101/F/C/X/T Asphalt Concrete | 344728.77N 1352543.34E | THR ELEV: 46ft |
32L | 315° | 3000×60 | PCN 101/F/C/X/T Asphalt Concrete | 344619.92N 1352706.76E | THR ELEV: 31.2ft TDZ ELEV: 30.0ft |
14L | 135° | 1828×45 | PCN 51/F/C/X/T Asphalt Concrete | 344742.97N 1352543.27E | THR ELEV: 50ft |
32R | 315° | 1828×45 | PCN 51/F/C/X/T Asphalt Concrete | 344701.02N 1352634.11E | THR ELEV: 34ft |
Slope of RWY | Strip Dimensions(M) | RESA(Overrun) Dimensions(M) | Remarks | ||
7 | 10 | 11 | 14 | ||
See below figure | 3120×300 | 93x(MNM:201 MAX:300)* | RWY grooving: 3000mx40m | ||
3120×300 | 140x(MNM:210 MAX:300)* | RWY grooving: 3000mx40m | |||
1950×150 | 240x(MNM:137 MAX:150)* | RWY grooving: 1828mx30m | |||
1950×150 | 156x(MNM:120 MAX:150)* *For detail, ask airport administrator | RWY grooving: 1828mx30m | |||
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RJOO AD 2.13 DECLARED DISTANCES
RWY Designator | TORA (m) | TODA (m) | ASDA (m) | LDA (m) | Remarks |
1 | 2 | 3 | 4 | 5 | 6 |
14R 32L | 3000 3000 | 3000 3000 | 3000 3000 | 3000 3000 | Nil Nil |
14L 32R | 1828 1828 | 1828 1828 | 1828 1828 | 1828 1828 | Nil Nil |
RJOO AD 2.14 APPROACH AND RUNWAY LIGHTING
RWY Designator | APCH LGT type LEN INTST | RTHL Color WBAR | PAPI (VASIS) Angle DIST FM THR MEHT | RTZL LEN | RCLL LEN Spacing Color INTST | REDL LEN Spacing Color INTST | RENL Color WBAR | STWL LEN Color |
1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 |
14R | AGL 422m (*1) | Green | PAPI 3.0°/Left 482m 74ft | Nil | 3000m 30m Coded color (White/Red) LIH | 3000m 60m Coded color (White/Yellow) LIH | Red | Nil (*3) |
32L | PALS (CAT l) 450m LIH | Green Green | PAPI 3.0°/Left 422m 64ft | 900m | 3000m 30m Coded color (White/Red) LIH | 3000m 60m Coded color (White/Yellow) LIH | Red | Nil (*3) |
14L | AGL 597m | Green | PAPI 3.0°/Left 383m 61ft | Nil | 1828m 30m Coded color (White/Red) LIH | 1828m 60m Coded color (White/Yellow) LIH | Red | Nil (*3) |
32R | SALS 600m (*2) LIH | Green | PAPI 3.0°/Left 309m 52ft | Nil | 1828m 30m Coded color (White/Red) LIH | 1828m 60m Coded color (White/Yellow) LIH | Red | Nil (*3) |
Remarks | ||||||||
10 | ||||||||
APCH LGT Beacon(570m and 944m FM RWY 14R THR)(*1) SALS with APCH LGT beacon(980m FM RWY 32R THR)(*2) Overrun area edge LGT(Color:Red)(*3) RWY THR ID LGT for RWY14R/14L THR(Color:White) CGL and RLLS for RWY 14R(see below chart) Usable area of PAPI is shown in below chart |
image/RJOO_AD_2_14_Usable_Area_of_PAPI.pdf
image/RJOO_AD_2_14_Runway_Lead-in_Lighting_System_for_RWY_14_side.pdf
RJOO AD 2.15 OTHER LIGHTING, SECONDARY POWER SUPPLY
1 | ABN/IBN location, characteristics and hours of operation | ABN: 344702N/1352605E, White/Green EV4.3sec, HO |
2 | LDI location and LGT Anemometer location and LGT | LDI : Nil Anemometer : RWY14R : 231m FM RWY 14R THR, LGTD RWY32L : 558m FM RWY 32L THR, LGTD RWY32R : 60m FM RWY 32R THR, LGTD |
3 | TWY edge and center line lighting | TWY edge and center line lights installed, see AD2.9 |
4 | Secondary power supply/ switch-over time | Within 1 sec : Runway Entrance LGT, Takeoff Hold LGT Within 15 sec : Other LGT |
5 | Remarks | Nil |
RJOO AD 2.16 HELICOPTER LANDING AREA
Nil |
RJOO AD 2.17 ATS AIRSPACE
Designation and lateral limits | Vertical limits (ft) | Airspace classification | ATS unit call sign Language | Remarks | |
1 | 2 | 3 | 4 | 5 | |
OSAKA CTR | Area within a radius of 5NM of OSAKA ARP (3447N/13526E) | —— 3000 | D | OSAKA TWR En | |
OSAKA PCA | 1. The airspace bounded by the lines connecting the following points. (1) 344519N/1353203E, (2) 344223N/1352828E, (3) 344038N/1353034E, (4) 344335N/1353409E thence to point(1) The line connecting point(1) to point(2) is the minor arc with a radius of 5NM OSAKA ARP | 3000 —— 700 | C | KANSAI APP KANSAI RADAR KANSAI DEP En | See below chart |
2. The airspace bounded by the lines connecting the following points. (4) 344335N/1353409E, (3) 344038N/1353034E, (5) 343953N/1353128E, (6) 344250N/1353504E thence to point(4). | 4000 —— 1100 | ||||
3. The airspace bounded by the lines connecting the following points. (6) 344250N/1353504E, (5) 343953N/1353128E, (7) 343930N/1353157E, (8) 343714N/1353028E, (9) 344005N/1353822E thence to point(6). The line connecting point(8) to point(9) is the minor arc with a radius of 4.5NM of 344112N/1353304E. | 5000 —— 1300 (EXC1300) | ||||
4. The airspace bounded by the lines connecting the following points. (9) 344005N/1353822E, (8) 343714N/1353028E, (10)343317N/1352752E, (11)343639N/1354230Ethence to point(9). The line connecting point(9) to point(8) is the minor arc with a radius of 4.5NM of 344112N/1353304E. The line connecting point(10) to point(11) is the minor arc with a radius of 9NM of 344112N/1353304E | 5000 —— 3000 | ||||
KANSAI ACA | See RJBB attached chart | ||||
KANSAI TCA | See RJBB attached chart |
Osaka Positive Control Area | ||||
NAME | LATERAL LIMITS | UPPER LIMIT (AMSL) ————- LOWER LIMIT (AMSL) M(ft) | UNIT PROVIDING SERVICE | REMARKS |
1 | 2 | 3 | 4 | 5 |
Osaka | The area shown on the below figure | Primary: Kansai APP Kansai Radar 124.7-120.45 261.2 Secondary: Osaka Tower 118.1-126.2 236.8 | Pilot of aircraft operaring in this area shall contact KANSAI APP (RADAR) or OSAKA TWR for ATC instructions giving informations on aircraft identification, position, altitude and pilot’s intentions. | |
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RJOO AD 2.18 ATS COMMUNICATION FACILITIES
Service designation | Call sign | Frequency | Hours of operation | Remarks |
1 | 2 | 3 | 4 | 5 |
APP/ASR | Kansai Approach/ Kansai Radar | 120.45MHz(1) 124.7MHz 261.2MHz 121.5MHz(E) 243.0MHz(E) | 2200 – 1200 | (1) Primary APP service provided by KANSAI APP |
DEP | Kansai Departure | 119.5MHz 121.5MHz(E) 243.0MHz(E) | 2200 – 1200 | |
TWR | Osaka Tower | 118.1MHz 126.2MHz 236.8MHz 121.5MHz(E) 243.0MHz(E) | 2200 – 1200 | |
GND | Osaka Ground | 121.7MHz 126.2MHz | 2200 – 1200 | |
DLVRY | Osaka Delivery | 118.8MHz | 2200 – 1200 | |
ATIS | Osaka INTL Airport | 128.6MHz | 2200 – 1200 |
RJOO AD 2.19 RADIO NAVIGATION AND LANDING AIDS
Type of aid (VOR declination) | ID | Frequency | Hours of operation | Position of transmitting antenna coordinates | Elevation of DME transmitting antenna | Remarks |
1 | 2 | 3 | 4 | 5 | 6 | 7 |
VOR (7°W / 2014) | ITE | 114.75MHz | H24 | 344819.74N/1352413.18E | Unusable : 000°-010° beyond 20nm BLW 5000ft. 010°-020° beyond 30nm BLW 5000ft. 020°-030° beyond 20nm BLW 5000ft. 030°-060° beyond 20nm BLW 6000ft. 060°-070° beyond 20nm BLW 5000ft. 240°-260° beyond 20nm BLW 6000ft. 260°-270° beyond 15nm BLW 6000ft. 270°-290° beyond 20nm BLW 6000ft. 290°-310° beyond 30nm BLW 6000ft. 310°-340° beyond 20nm BLW 6000ft. 340°-360° beyond 20nm BLW 5000ft. | |
DME | ITE | 1055MHz (CH-94Y) | H24 | 344819.74N/1352413.18E | 176ft | |
ILS-LOC 32L | ISK | 110.1MHz | 2200-1200 | 344733.87N/1352537.16E | LOC : 222m(728ft) away FM RWY 14R THR, BRG(MAG)322° | |
ILS-GP 32L | – | 334.4MHz | 2200-1200 | 344624.67N/1352653.99E | GP : 333m(1092ft) inside FM RWY 32L THR, 126m(413ft) W of RCL. HGT of ILS REF datum 16.5m(54ft). Angle 3.0° | |
ILS-DME32L | ISK | 999MHz (CH-38X) | 2200-1200 | 344624.57N/1352653.86E | 48ft | DME: 333m(1092ft) inside FM RWY32L THR, 130m(426ft) W of RCL |
MSAS | 1575.42MHz | H24 | Transmitting antennas are satellite based. |
RJOO AD 2.20 LOCAL TRAFFIC REGULATIONS
1 AIRPORT REGULATIONS
1. On use of this airport | |||
In order to cope with the increasing flight frequencies and to ensure the safety of flight, the following shall apply to an aircraft operators. | |||
1.1 | Aircraft other than those of scheduled flights being approved by the Minister of Land, Infrastructure, Transport and Tourism and those which come under the para. 1.2 (a) and (b) below specified are all subject to the prior permission of the Administrator Osaka INTL Airport. | ||
1.2 | In principle, the use of this airport by light fixed wing aircraft having a maximum take off weight of 5700kg or less shall not be permitted excepting the aircraft underspecified: | ||
(a) | Aircraft used for operations of: | ||
(1) Ministry of Land, Infrastructure, Transport and Tourism (2) Japan Coast Guard, (3) Police Agency, (4) Local Government, (5) Police Department, (6) Fire Department. | |||
(b) | Aircraft belonging to newspaper offices having their own hanger facilities in this airport, including chartered aircraft. | ||
(c) | Aircraft which have been registered to use this airport as a home base. | ||
(d) | Aircraft using this airport with the purpose of aircraft maintainance by the reason that the concerned aircraft operator has now been under the maintenance contract with the maintainance factories located in this airport. | ||
Note: Whenever the flight plan bound for this airport is submitted by the aircraft operator to a airport office or a airport branch office before flight is conducted, the concerned airport authority is urged, prior to its acceptance, to ascertain whether or not the advance approval has been given the operator concerned. | |||
1.3 | On the control of flight frequencies | ||
The flight frequency of aircraft is controlled as specified below: | |||
(a) | The total numbers of IFR aircraft permitted to land and to take off are confined to; | ||
(1) 36 aircraft for an hour (2) 93 aircraft within 3 hours on a continuous basis (3) 370 aircraft for a day | |||
(b) | The total numbers of IFR aircraft permitted to land are confined to; | ||
(1) 20 aircraft an hour (2) 60 aircraft within 3 hours on a continuors basis. | |||
Note:Aircraft in an emergency situations are exempted from applying any of the foregoing limitations. |
2. Principal Runway Usage Classification | |||||
Arrival | Departure | ||||
RWY 14L/32R | Maximum take-off weight at or less than B737-800 (79,243kg) | Maximum take-off weight at or less than ERJ170 (34,500kg) | |||
RWY 14R/32L | B737-800 B737-700 | Other aircraft described left, maximum take-off weight more than B737-800 (79,243kg) | Maximum take-off weight more than ERJ170 (34,500kg) | ||
3. Restrictions about the use of auxiliary power units(APU) | |
When an aircraft is using an aircraft parking stand with fixed electric power facilities, APU shall not be used outside the time periods specified below except when specifically acknowledged by the authority as necessary. | |
(1)30 minutes prior to the estimated off-block time. | |
(2)The minimum time required for switching over to the fixed electric power facilities, after arrival at the parking stand. | |
(3)The minimum time required for aircraft maintenance purposes if needed. | |
NOTE: Spot 4 and 5-27 are equipped with fixed electric power facilities. |
4. ATC Procedure | ||||
ATC clearance will be obtained by “Voice radiotelephone(Voice RTF)” or “Departure Clearance by data link(DCL)”. Shown in detail below (a) or (b). | ||||
CLEARANCE FLOW | (a) Voice RTF | (b) DCLRefer to ENR 1.5.4.1(Operation for Departure Clearance by data link(DCL)) | ||
REQUEST CLEARANCE | Call OSAKA DELIVERY(118.8) at 5 minutes before starting engines, with the following information.(1)Call sign(2)Destination(3)Proposed flight level/altitude (alternative flight level/altitude, if any)(4)Parking position(spot number) | – Send RCD message at 5 minutes before starting engines.- Monitor OSAKA DELIVERY(118.8).NOTE:- Start monitoring OSAKA DELIVERY(118.8) once RCD message is sent. In case coordination is required, OSAKA DELIVERY calls the pilot on Voice RTF. | ||
CALL READY | Contact OSAKA GND(121.7) for approval to start engines. In case that the engines could not be started within 5 minutes after receiving ATC clearance, pilot shall notify OSAKA DELIVERY(118.8) of its delay. | |||
FOR ADDITIONAL REQUEST EXCEPT CLEARANCE | Call OSAKA DELIVERY(118.8) on Voice RTF when requesting clearance. | Call OSAKA DELIVERY(118.8) on Voice RTF after receiving an FSM for CDA. | ||
2 TAXIING TO AND FROM STANDS
Nil |
3 PARKING AREA FOR SMALL AIRCRAFT(GENERAL AVIATION)
Nil |
4 PARKING AREA FOR HELICOPTERS
Nil |
5 APRON – TAXIING DURING WINTER CONDITIONS
Nil |
6 TAXIING – LIMITATIONS
6.1 Safety measures against jet engine blast. (See attachment)In case of holding before taking off from RWY 32R, the aircraft which wing span is at or less than 35.79m shall follow the specific taxiway centerline marking installed on TWY C1.In order to avoid effect of the blast on RWY 14L, jet aircraft taxiing via TWY W10 are to follow the specific nose-wheel guide line installed on TWY W10 when taking off from RWY 14R. |
6.2 Aircraft using TWY C1 and taking off from RWY 32R may be instructed to hold at No.2 stop line illustrated in attachment. |
6.3 While operating within aprons, follow strictly yellow nose wheel guide lines. |
image/RJOO_AD_2_20_Taxiing_and_Taking_off_Procedure_for_RWY_32L.pdf
image/RJOO_AD_2_20_Taxiing_Holding_Position_on_TWY_W2.pdf
image/RJOO_AD_2_20_Intermediate_Holding_Position_Marking_on_TWY_B.pdf
image/RJOO_AD_2_20_Intermediate_Holding_Position_Marking_on_TWY_A.pdf
image/RJOO_AD_2_20_Guide_Line_and_Guidance_Sign_of_TWY_C1_and_W10.pdf
6.4 | Restricted taxiways |
1) | TWY required to pay special attention for A350-900 |
image/RJOO_AD_2_20_TWY_pay_special_attention_for_A350-900.pdf
2) | TWY required to pay special attention for B767-300 |
image/RJOO_AD_2_20_TWY_pay_special_attention_for_B767-300.pdf
3) | TWY required to pay special attention for B777-200 |
image/RJOO_AD_2_20_TWY_pay_special_attention_for_B777-200.pdf
4) | TWY required to pay special attention for B777-300 |
image/RJOO_AD_2_20_TWY_pay_special_attention_for_B777-300.pdf
5) | TWY required to pay special attention for B787-8 |
image/RJOO_AD_2_20_TWY_pay_special_attention_for_B787-8.pdf
6) | TWY required to pay special attention for B787-9 |
image/RJOO_AD_2_20_TWY_pay_special_attention_for_B787-9.pdf
7) | Aircraft weight restriction |
When A350-900 uses area in the figure below, aircraft weight shall not exceed the values listed in the table below. |
Aircraft weight | |
(lb) | (kg) |
578,000 | 262,000 |
image/RJOO_AD_2_20_TWY_Aircraft_weight_restriction_for_A350-900.pdf
8 SCHOOL AND TRAINING FLIGHTS – TECHNICAL TEST FLIGHTS – USE OF RUNWAYS
Nil |
9 HELICOPTER TRAFFIC – LIMITATION
Nil |
10 REMOVAL OF DISABLED AIRCRAFT FROM RUNWAYS
Nil |
RJOO AD 2.21 NOISE ABATEMENT PROCEDURES
1.Local flying restrictions: | |||
1.1 | In order to reduce the noise impact in the vicinity of airport, no jet airplane fitted with three or more engines shall be permitted to operate except in an emergency situation or with prior permission of the airport administrator. | ||
1.2 | No aircraft which produce the noise exceeding the maximum allowable levels shown in the following table, shall, except in an emergency situation, be permitted to operate. However, A-300 type of aircraft shall not exceed the noise level 97dB (A) whenever take off from RWY 32L/R. | ||
Time(UTC) / Maximun Allowable Noise Level 22:00 – 11:00 / 107 dB (A) 11:01 – 12:00 / 100 dB (A) for take off, 107 dB (A) for landing | |||
Note: | (a) | All aircraft operators are requested to present in advance their “Operation Manuals” to the airport authority, giving there in the detailed information on the following items specified for each time bracket and aircraft type. | |
(1) Maximum takeoff weight calculated for each runway to be used, temperature, and headwind component.(2) Flap angle. (3) Climb speed. | |||
(b) | The figures of the noise level shown in the above Table will be the value to be measured by the noise monitoring equipment installed at the position 2,400 meter from the threshold of Runway 14R on 315 DEG magnetic (Kushiro Primary School). | ||
1.3 | Aircraft using taxiway B and departing from runway 32L at Osaka International Airport, in principle, shall make Intersection takeoff via taxiway W2. In this case, available runway length is 2700m from runway 14R threshold. In case of having intention of making full length takeoff for the operational requirements, the pilot shall advise ATC to that effect when he initiates call for ATC clearance and shall follow procedures under specified. | ||
(a) | In principle, departing aircraft shall not hold on taxiway W1. | ||
(b) | In principle, aircraft shall hold short of NO.1 stop line until receiving taxi clearance. | ||
(c) | Whenever practicable, pilots are urged to make rolling takeoff without stopping at the threshold and to achieve takeoff power at position 370m from the threshold with gradual advance of power lever after passing the threshold. | ||
1.4 | For landing on Runway 32 and 14: A non-instrument or visual approach shall not be made at an angle less than the ILS glide path or PAPI indicates. | ||
1.5 | For circling approach to Runway 14: Weather conditions permitting, an aircraft making circling approach is to be requested to maintain an altitude as high as practicable. |
2. | Noise Abatement Operating Procedures | ||||||
(1) | For all jet aircraft, in order to reduce aircraft noise in the vicinity of airport, the following procedures shall be applied unless compliance of the procedures adversely affects the safety of aircraft operations. In case that the aircraft is unable to take these procedures, pilots should execute alternative procedures which are considered to be practically equivalent. | ||||||
i) | For take-off Steepest Climb Procedure | ||||||
ii) | For landing | ||||||
Delayed Flap Approach Procedure and Reduced Flap Setting Procedure | |||||||
iii) | Reverse Thrust (landing RWY32L) Between 1000UTC (1900JST) and 1200UTC (2100JST), the use of reverse thrust is limited to idle except for safety reasons. | ||||||
(2) | Preferential Runways Procedures Nil | ||||||
(3) | Noise Preferential Routes For all departing aircraft, in order to prevent the enlargement of aircraft noise affected area around the airport, the following noise preferential routes are applied except for safety reasons. | ||||||
i) | Take-off from runway 32R/32L: After take-off, execute continuous left climbing turn so as to pass over near ITE VOR/DME and keep flight track within the area defined by Chugoku Express Way at the north end, ponds of Zuga and Koya at the south end, and Muko River at the west end until crossing ITE VOR/DME 2.2DME, then proceed via SID. | ||||||
ii) | Take-off from runway 14R/14L: After take-off, strictly follow extended runway centerline until passing Hanshin Express Way and then execute climbing turn so as to proceed via SID. | ||||||
Note: Refer attached chart for the above mentioned landmarks. | |||||||
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RJOO AD 2.22 FLIGHT PROCEDURES
1.TAKE OFF MINIMA | |||||||
RWY | REDL & RCLL AVBL | REDL or RCLL AVBL | REDL & RCLL OUT | ||||
CEIL-RVR | CEIL-VIS | CEIL-RVR | CEIL-VIS | CEIL-RVR | CEIL-VIS | ||
TKOF ALTN AP FILED | 32R | 300´-800m | 300´-800m | 300´-800m | 300´-800m | – | 300´-800m |
14L | – | 200´-1600m | – | 200´-1600m | – | 200´-1600m | |
32L | 300´-800m | 300´-800m | 300´-800m | 300´-800m | – | 300´-800m | |
14R | – | 200´-800m | – | 200´-800m | – | 200´-800m | |
OTHER | 32R | AVBL LDG MINIMA | |||||
14L | |||||||
32L | |||||||
14R | |||||||
NOTE: SIDs are designed in accordance with provisional standards for FLIGHT PROCEDURE DESIGN. |
2. Lost communication procedures for arrival aircraft under radar navigational guidance If radio communications with Kansai Approach/Radar are lost for 1 minute, squawk Mode A/3 Code 7600 and, | ||
(I) | 1. | Contact Osaka Tower. |
2. | If unable, proceed in accordance with Visual Flight Rules. | |
3. | If unable, proceed to IZUMI at last assigned altitude or 5,000 feet whichever is higher, and execute instrument approach via IZUMI ARRIVAL. | |
(II) | Procedures other than above will be issued when situation required. |
3. Not withstanding the requirement as mentioned “JET circling to West only” in each approach minimum column of the instrument approach charts of RJOO AIP, Boeing 727 series 100 or lighter jet ACFT may be instructed by ATC to enter into East side traffic circuit during VMC in the daytime. |
4. Operation of Special VFR arrival by fixed wing aircraft NOT authorized except in an emergency situation. |
5. For the purpose of preventing disasters to Petroleum Oil Liquid (POL:See AD2.24 AD chart) facilities, all aircraft making take off, landing or missed approach are requested to avoid flying over and in the vicinity of POL facilities. |
RJOO AD 2.23 ADDITIONAL INFORMATION
1. Maintenance works will be in progress all the year round during SR to SS along the edges of RWY 14R/32L and/or 14L/32R and TWY subject to VMC. |
2. Runway 14L/32R or 14R/32L is subject to closing for maintenance purpose during the hours from 1300 UTC to 2100 UTC every month. Consult NOTAM RJOO for further detailed information. |
3. Position not visible from control tower.Spot Nr.4A, 23, 24, 25, 41, 42Apron Nr.7 |
4. Avoidance Flight of Mountainous Areas is shown in attached chart.![]() |
5. Helicopter Landing area Location : On apron Nr8 Surface-Concrete TKOF/LDG areas circled |