Runway 16L at RJTT
Runway 16L/34R at Tokyo Haneda International Airport (RJTT) in Ota, Tokyo is a 11,024 ft, lighted, asphalt runway oriented 150°/330°. The runway is 200 ft wide, with a 1,280 ft displaced threshold on the 16L end. SkyMeter has observed 1,256 landings and 3,952 departures on this runway over the last 30 days, with approximately 0.1% of arrivals resulting in a go-around (1 events). Trace data shows an average final-approach slope of 1.5°, touchdowns averaging 2,589 ft past the threshold, a typical touchdown ground speed of 134 kt, a 9.6 kt average crosswind component, a 11.5 kt average headwind.
Runway 16L/34R at Tokyo Haneda International Airport (RJTT) in Ota, Tokyo is a 11,024 ft, lighted, asphalt runway oriented 150°/330°. The runway is 200 ft wide, with a 1,280 ft displaced threshold on the 16L end. SkyMeter has observed 1,256 landings and 3,952 departures on this runway over the last 30 days, with approximately 0.1% of arrivals resulting in a go-around (1 events). Trace data shows an average final-approach slope of 1.5°, touchdowns averaging 2,589 ft past the threshold, a typical touchdown ground speed of 134 kt, a 9.6 kt average crosswind component, a 11.5 kt average headwind.
Runway at a Glance
Arrival Volume
1,256 landings observed on Runway 16L in the last 30 days, alongside 3,952 departures.
Peak Hour
Busiest landing window observed at 08:00 with 31 arrivals on the recent sample.
Average Touchdown Zone
Aircraft touch down on average 2,589 ft from the threshold on Runway 16L.
Prevailing Wind & Gust History
Over the past 365 days, winds at RJTT have prevailed from the south (180°), accounting for roughly 27% of windy observations. Average wind speed sits at 9.7 kt with peak gusts to 48 kt. Strong-wind days are infrequent here.
Moderate Crosswind Component
Average crosswind on landing is 9.6 kt at touchdown, measured against runway 16L alignment.
Approach Slope
Final-approach slope averages 1.5° on Runway 16L, shallower than the standard 3°.
Landing Behavior and Touchdown Performance
The metrics below are computed from ADS-B trace data observed at Runway 16L over the last 30 days. Each value is shown only when at least 10 valid samples were available; sparse cells are hidden rather than estimated.
Hourly Landing Distribution
Recent observed landings on Runway 16L grouped by hour-of-day (UTC).
Go-Around Analysis
A go-around occurs when a pilot aborts a landing attempt and initiates a climb to return for another approach. While go-arounds are a normal safety procedure, their frequency and causes provide insight into operational challenges at specific runways. Runway 16L experienced go-arounds in 0.1% of arrivals over the last 30 days (1 events of 1257 attempts).
Recent Go-Around Events
These events represent normal safety procedures and do not indicate operational deficiencies.
Go-Around Causes Distribution
Environmental factors dominate go-around causes, indicating that operational procedures remain sound.
Approach Types and Categories
Aircraft approach runways using different procedures based on weather conditions, visibility, and available navigation equipment. An Instrument Landing System (ILS) approach provides precision horizontal and vertical guidance using ground-based radio signals, enabling aircraft to land in low visibility conditions. Visual approaches require pilots to maintain visual contact with the runway and surrounding terrain, typically used during clear weather. Area Navigation (RNAV) approaches use GPS technology to guide aircraft along specific flight paths.
Approach Categories Explained
Category (CAT) classifications define minimum visibility and decision height requirements for instrument approaches. Higher categories enable operations in lower visibility conditions.
Wind and Environmental Factors
Wind conditions directly impact runway operations, influencing approach difficulty, landing performance, and runway selection. Runway 16L benefits from favorable wind alignment, with prevailing winds creating minimal crosswind components for most operations. Average wind speeds of 12 knots pose no operational constraints for commercial aircraft.
24-Hour Wind Pattern
Wind patterns show typical diurnal variation with stronger winds during midday hours.