>>Accueil DE: OSAKA INTENATIONAL
AIRPORT
vers >>>>séance de
l'Asemblée Nationale du 24/04/01
CODE: OSA CITY: Osaka COUNTRY: Japan
AIRPORT CONTACT
Information updated 4/27/01
Atsushi Matsui
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 matsui-a2ie@mlit.go.jp
Airports of Japan Web Site
ELEVATION: 39 ft.
RUNWAY INFORMATION
Displaced
Orientation Length (ft) Threshold (ft) Glide Slope(deg) Width (ft)
----------- ----------- -------------- --------------- ---------
14R/32L 9843 197
14L/32R 5997 148
NOISE ABATEMENT PROCEDURES
Noise Abatement Operating Procedures:
1. For take-off: Steepest Climb Procedure.
2. For landing: Delayed Flap Approach Procedure and Reduced Flap
Setting Procedure.
Preferential Routes:
1.Takeoff from Rwy 32L/R
After takeoff, execute continuous left climbing turn so as to
pass over near OW NDB 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 OWE VOR/DME R-270, then proceed via SID.
2.Takeoff from RWY 14L/R
After take off, strictly follow extended runway centerline until passing
Middle Marker or Hanshin Express Way and then execute climbing
turn so as to proceed via SID.
Other Noise Abatement Procedures:
1.Aircraft using taxiway B and departing from Runway 32L, in
principle, shall make intersection takeoff via taxiway W-2.
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 a call for
ATC clearance and shall follow procedures under specified:
a) In principle, departing aircraft shall not hold on taxiway
W-1.
b) In principle, aircraft shall hold short of Nr. 2 stop line
which is marked 320m from Nr. 1 stop line on
junction with taxiway W-1 until receiving taxi clearance.
c) Whenever practicable, pilots are urged to make rolling
takeoff without stopping at threshold and to achieve
takeoff power at position 370m from the threshold with
gradual advance of power lever after passing the threshold.
2.For landing on Runway 32 and 14: No instrument or visual approach
shall be made at an angle less than that determined by the ILS
glidepath or PAPI indication.
3.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.
4.Reverse Thrust:
In order to reduce aircraft noise in the vicinity of the airport,
pilots are requested to refrain from using reverse thrust other than
idle, if not required for safety reasons, after landing on Runway 32L,
between the hours of 1000 UTC (1900 JST) and 2200 UTC (0700 JST).
AIRPORT CURFEWS
1. No takeoff or landing shall be permitted during the hours from 1300 UTC
(2200 JST) to 2200 UTC(0700 JST) with the exception of aircraft in an
emergency or in an unavoidable situation.
Note: "In an emergency or in an unavoidable situation" as described
above shall be limited to the following cases:
a) Aircraft in flight encountered with an abnormal situation.
b) When abnormal situation arose among crew or passengers.
c) Aircraft operating for the purpose of search-and-rescue activities.
d) Aircraft operating for the purpose of transportation of an emergency case
or transportation of internal organs used for transplant operation.
e) Aircraft operating for the purpose of transportation of people engaged in
emergency aid, transportation of emergency aid materials and transportation
of sick or wounded people after a large scale disaster.
f) Aircraft operating for the purpose of urgent news collection activities.
g) When takeoff or landing is considered really unavoidable
due to typhoon evacuation or other reasons.
h) When there arose necessity of urgent refueling due to
unusual weather conditions.
2. The airport office JCAB shall not accept flight plans in violation
of the above.
3. Airlines should schedule the departure or arrival of their flights before
1200 UTC(2100 JST).
PREFERENTIAL RUNWAYS
Runway 32R/14L is applied for MD87s and props.
OPERATING QUOTA
370 Scheduled movements per day, of which up to 230 may be jets.
ENGINE RUN-UP RESTRICTIONS
1.Engine run-up is not allowed between 1300 UTC(2200 JST) and 2130 UTC(0630 JST).
2.Engine run-up is not allowed except in unavoidable cases between 1200 UTC(2100 JST)
and 1300 UTC(2200 JST), and between 2130 UTC(0630 JST) and 2200 UTC(0700 JST).
3.Between 0700 UTC(1600 JST) and 1200 UTC(2100 JST) on Saturdays and between
2200 UTC(0700 JST) and 1200 UTC(2100 JST) on Sundays, engine run-up should be
commemced in the noise fence.
4.Available engine power
Between 2130 UTC(0630 JST) and 2200 UTC(0700 JST) idle to 50% power
Between 2200 UTC(0700 JST) and 1100 UTC(2000 JST) idle to full power
Between 1100 UTC(2000 JST) and 1300 UTC(2200 JST) idle power only
APU OPERATING RESTRICTIONS
none
NOISE BUDGET RESTRICTIONS
none
NOISE SURCHARGE
The noise surcharge shown below is in effect at all international
and domestic airports in Japan with the exception on Narita and
Kansai.
IATA Airport & En Route Aviation Charges Manual
Basic Landing Charge:
Up to 25 tonnes JYP 1100/tonne
26-100 tonnes JYP 1500/tonne
100-200 tonnes JYP 1700/tonne
Over 200 tonnes JYP 1800/tonne
Noise Surcharge:
Basis: noise level.
Note: Noise level means those of an aircraft determined at a takeoff
noise measurement and an approach noise 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. Subtrack 83
4. Round up to the next whole number (example,7.2 is rounded to 8)
5. Multiply by 3400
NOISE MONITORING SYSTEM
11 stations.
NOISE LEVEL LIMITS
No aircraft which produce noise exceeding the maximum allowable
levels shown below, except in an emergency, shall be permitted to
operate at the Osaka International Airport. However, B747, DC-10, L-1011 or
A300 type of aircraft shall not exceed the noise level 97 dB(A)
whenever take off from Runway 32L/R
Time Bracket Max. Allowable Noise Level*
--------------------------------------------------------------
2131 UTC - 2200 UTC 100 dB(A)
2201 UTC - 1100 UTC 107 dB(A)
1101 UTC - 1330 UTC 100 dB(A) for takeoff
107 dB(A) for landing
1331 UTC* - 2130 UTC* 75 dB(A) *=21h31 (JST) et 6h31 (JST)(Japan Standard Time)
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.
i) Maximum takeoff weight calculated for each runway to be
used, temperature, and headwind component.
ii) Flap angle
iii)Climb speed
b) The figures of the noise levels shown in the above table will
be the value to be measured by the noise monitoring equipment
installed at the position 2400 meters (1.3nm) from the
threshold of Runway 14R on 315 degrees magnetic (Kushiro
Primary School).
NOISE COMPATIBILITY PROGRAM
none
STAGE 2 RESTRICTIONS
With the new Kansai International Airport opened on September 4, 1994,
all the international flights have been moved to Kansai, and only domestic
flights by Japanese Airlines are allowed to use Osaka and since then
only Stage 3 aircraft have been allowed to operate at Osaka as scheduled
flights.
STAGE 2 PHASEOUT
1. Stage 2 narrow-body, low by-pass jets aged 25 years or more old should not
operate in Japan after April, 1995.
2. Stage 2 aircraft should not operate in Japan after April, 2002.
STAGE 3 RESTRICTIONS
none
COMMENTS
Osaka
1. Limited number of operations, 370/day 1990.
2. To meet noise level limits, international aircraft departures
are subject to weight limitations.
3. Land Use Zoning
4. In December 1981, in its first verdict on an environmental issue,
the Japanese Supreme Court overturned a lower court finding and
rejected the request of nearby residents for a 9 pm - 7 am
curfew on all flights. The court also refused compensation for
damages caused by aircraft noise.
Interruption of night flights, according to the court, would
have unavoidably affected the development of the country's
aviation and would not be in the public interest.
The Supreme Court ruled that the determination of a night ban
was only within the jurisdiction of the transport minister.
Airport authorities will retain the jet curfew.