Japan Overflight Permit Regulations
International Trip Planning
Japan country has its own set of rules, regulations and procedures for permits to aircraft wishing for landing or even entering their air space, whether you’re operating a private flight or general aviation in japan, charter flight, scheduled or non-scheduled operation, passengers or cargo trip, a technical or traffic landing, Prior Permission is mandatory required the application procedures requiring complete flight information and Aircraft documents.
According to japan civil aviation authority aeronautical information publication (or AIP) any aircraft owner/operator intent to fly in Japan airspace request has to submit for Japan Overflight Permit to air transport department at least 48 working hours prior from flight departure schedule. Always include AFTN on your flight plan, but you’ll only need an overfly permit from Japan.
Planning to make a passenger flight landing or technical stop, Japan Airports Authority have their own regulations regarding the issuance of flight Japan Overflight permit as there is generally a payment involved. The charges normally payable would be the Route Navigation Facility Charges for overflight and also landing and parking charges in case of aircraft making halts.
Japan is a signatory to the Chicago Convention therefore the conditions of flights and crews should strictly be compliant with ICAO general rules of international air traffic and in accordance with their regulation for transport of troops, equipment, materials and dangerous goods, please write us for more detail information.
Required Details for Obtaining Japan Overflight Permit Application
1 - Flight Schedule
2 - Entry / Exit Points with ATC Route
3 - Lead Passenger Details
4 - Consignee & Consigner Details for Cargo Flights
5 - Aircraft Documents [ AOC, COA, COI, CON, COR]
Overflight Permits Category’s for Adhoc and Private
1 - Overflight Permits (Charter Passenger Flights)
2 - Overflight Permits (Private Passenger Flights)
3 - Overflight Permits (Non-Schedule Cargo Flights)
Overflight Permits Category’s for Block :
1 - Monthly Block Overflight Permits (For Scheduled and Non-schedule Airlines Flights)
2 - Seasonal Block Overflight Permits (Scheduled Commercial Airlines Flights)
- Japan Overflight Permit Not Required.
Overflight Permit Charge's
We do not charge any type of hidden cost in Civil Aviation Permit Processing Cost and Japan Overflight Permits Procedures. Our fee is straight and direct without any additional fees in Japan Overflight Permit We do not require large upfront deposits or commitments. We strive to develop long term relationships and we work hard to earn your referrals. Besides receiving essential financial monthly reports these very particular customers expect to entirely rely on professional teams and they offer just that. This trust is earned through our administrative and financial control, as well as our services standards of work.
Flight Information Region In Japan
Japan Airspace is divided into 01 Flight Information Regions (FIRs)
1 - Fukoka (RJJJ) FIR
Japan FIRs ( Entry / Exit Points ) :
|West Bound Entry Point||West Bound Exit Point||East Bound Entry Point||East Bound Exit Point|
International Trip Support Services
We provide comprehensive and personalized flight planning and International Trip Planning services to the corporate aviation industry. Our dedicated and experienced staff work together to ensure you have a smooth trip that is tailored to your particular needs. with years of international flight planning experience, the latest trip coordination technology, and a dedication to high-quality customer service, each member of our knowledgeable team is equipped with the tools to exceed your expectations.
Our proficient flight support team offering unrivalled support services to any International & Domestic Airports in Japan along with their expertise, our permit2fly team can arrange Japan Overflight Permits for Ad-hoc Charter Flights, Scheduled Airline Seasonal Block Permits from Civil Aviation Authority of Japan according to their legal time frame.
Trust Permit2fly, to handle all your ground supervisory at Japan airports and obtain Japan overflight and Landing permit for any of your aircrafts to operate in the territory of Japan.
About Japan | History - Geography
Japan, island country lying off the east coast of Asia. It consists of a great string of islands in a northeast-southwest arc that stretches for approximately 1,500 miles (2,400 km) through the western North Pacific Ocean. Nearly the entire land area is taken up by the country’s four main islands; from north to south these are Hokkaido (Hokkaidō), Honshu (Honshū), Shikoku, and Kyushu (Kyūshū).
Honshu is the largest of the four, followed in size by Hokkaido, Kyushu, and Shikoku. In addition, there are numerous smaller islands, the major groups of which are the Ryukyu (Nansei) Islands (including the island of Okinawa) to the south and west of Kyushu and the Izu, Bonin (Ogasawara), and Volcano (Kazan) islands to the south and east of central Honshu. The national capital, Tokyo (Tōkyō), in east-central Honshu, is one of the world’s most populous cities.
The Given Below Information Is Extracted from the Japan AIP
Procedures Of Submission a Flight Plan
A flight plan shall be submitted as follows to appropriate airport office (except for Takamatsu airport office) or airport branch (limited to Oshima and Kobe airport branch), except when a flight is operated by VFR within 9km radius of departure point.
1- A flight plan shall not be submitted more than 120 hours prior to the estimated off-block time (EOBT) of the flight.
2- An IFR flight plan shall be submitted at least 30 minutes before EOBT. However, it is desirable to submit the flight plan within 2 hours before EOBT in order to ensure the effect of air traffic flow management.
3- In case of the flight across a FIR boundary, flight plan shall be submitted by time required by the ATS authority concerned.
4- In case of following VFR flight, flight plan may be notified to ATS Authority after departure within 9km radius of departure place.
• Operator have no time to notify flight plan prior to operating flight for SAR
• Operator have no means to notify flight plan at departure place other than aerodrome.
Note:A flight plan may be submitted to appropriate airport office (except for Takamatsu airport office) or airport branch (limited to Oshima and Kobe airport branch) listed in GEN3.3.6.
Note:A filed flight plan isn’t accepted at Asahikawa, Obihiro, Memanbetsu, Aomori, Toyama, Okayama, Ishigaki airport branch and Akita, Miyako airport radio facility office, but it is relayed and accepted at Flight Service Center (FSC).
A flight plan shall be notified by oral (include notification through radio telephony) or document.
Note:An airline business operator approved in Civil Aviation Bureau can file a flight plan using the leased line. About the procedures to file by the leased line, confirm it in the following contact information listed in 1.2.2 (8) 3) Y) (M).
Note:A flight plan can be filed using the service for filing a flight plan etc through the internet (named “SAT Service”). The users who want to use SAT Service shall be registered as a SAT Service user in advance. About the registration procedure about SAT Service, confirm it each East/West Japan Civil Aviation Bureau. (Refer GEN3.3.6 for contact information)
A flight plan shall include the following information.
1) Nationality, registration marks and radio call sign
2) Type and number of aircraft
3) Name of pilot-in-command (in case of formation flight, name of flight leader)
4) Flight rules (IFR or VFR)
5) Point of departure and the estimated off block time
6) Cruising altitude and route
7) Point of first intended landing and the total estimated elapsed time
8) True airspeed at cruising altitude
9) Radio equipment (communication equipment/navigation and approach aids/ATC transponder)
10) Alternate airports (exempted in case of IFR (no ALTN AP designated) or VFR)
11) Amount of fuel on board expressed in hours
12) Total persons on board
13) Other information necessary for ATS/SAR
Note:"Point of first intended landing and the total estimated elapsed time" denotes that the elapsed time between airborne time and estimated time of arrival.SAR
For IFR flights, the time at which it is estimated that the aircraft will arrive over the designated point*2, defined by reference to navigation aids, from which it is intended that an instrument approach procedure will be commenced, or if no navigation aid is associated with the aerodrome, the time at which the aircraft will arrive over the aerodrome. For VFR flights, the time at which it is estimated that the aircraft will arrive over the aerodrome.
Designated point a commencing point on instrument approach procedures of ADF, VOR, TACAN, VOR/DME, ILS, LOC and RNAV respectively. However, on ILS approach procedure in which no commencing point is indicated, designated point is corresponding to the nearest holding fix to the destination: established either in ILS approach procedure, or en-route for the aircraft to commence an ILS approach. In case of instrument approach procedure in which the holding pattern is not established at the commencing point, designated point corresponds to the nearest holding fix to the commencing point establishes enroute for the aircraft to follow this approach procedure.Instruction For The Completion Of The Flight Plan Form
1- Composition of flight plan form should be as shown in ENR1.10-14 ATTACHMENT-1.
2- Format of flight plan should be as shown in ENR1.10-15 ATTACHMENT-2.
3- Through flight plan (in a case several flight plans to land and depart continuously are submitted at the same time) should be divided into each flight plan (One plan should be for one flight from take-off to landing).
4- Character, etc. in-flight plan form should be as follows.
• Write in printing type capital letter of Alphabet.
• Write in Arabic numerals.
• Generally, write in English.
5. Write each item in specified space.
6. Insert the letters in each item without a space, unless otherwise provided for in below.
7. Insert all clock time in UTC.
8. Insert all clock time (Hours and minutes) in 4 figures.
9. Insert the name of person filing flight plan in column of “filed by”Sending Of Air Traffic Services Messages
Our teams fulfill all your travel needs, leaving you feeling comfortable, safe, and contented with your trip.The Kind Of Air Traffic Services Messages
Air traffic services messages (Air traffic services messages in this context comprises filed flight plan messages, delay messages, modification messages and flight plan cancellation messages) relating to traffic into or via the FUKUOKA FIR shall be addressed as stated below in order to warrant correct relay and delivery.
The filed flight plan messages (FPL MSG) shall be transmitted to related ATS units based on AIP ENR 1.10 Flight Plan.
The delay messages (DLA MSG) shall be transmitted to related ATS units when the departure of an aircraft, for which basic flight plan data has been sent, is delayed by more than 30 minutes after the estimated off-block time (EOBT) contained in the basic flight plan data.
*when EOBT is delayed 30 minutes and over 0000 (UTC), it should be based on the message of 2.3.
The modification messages (CHG MSG) shall be transmitted to related ATS units when any change (it removes, when it corresponds to the message of 2.2.) is to be made to basic flight plan data contained in previously transmitted FPL data.
|Category Of Flight |
(IFR, VFR or both)
|Route - Into Or Via FIR and/or TMA||Message Address|
|IFR Flights||Into or Via FUKUOKA FIR ( RJJJ )||RJJJZQZX|
|VFR Flights||Into or Via FUKUOKA FIR (RJJJ) And in addition, for flights use Area / Enroute information Services||RJJJYFYQ | RJCCYSYA/RJSSYSYA or RJTTYSYA/RJGGYSYA or RJOOYSYA/RJFFYSYA or RJFKYSYA/ROAHYSYA|
|VFR Flights||Into Japanese Territory from abroad through ADIZ||RJTZYWYX|
|All Flights (IFR/VFR)||Specify destination aerodrome for civil||Specify ICAO location indicator + ZPZX|
|All Flights (IFR/VFR)||Specify destination aerodrome for JSDF||Specify ICAO location indicator + YXYX|
Note:The explanation about ADIZ (Air Defense Identification Zone) and a detailed procedure can be checked by AIP ENR5.2.5.Unlawful Interference
1. An aircraft which is being subjected to unlawful interference shall endeavor to notify the appropriate ATS unit of this fact, any significant circumstances associated therewith and any deviation from the current flight plan necessitated by the circumstances, in order to enable the ATS unit to give priority to the aircraft and to minimize conflict with other aircraft.
2. If an aircraft is subjected to unlawful interference, the pilot-in command shall attempt to land as soon as practicable at the nearest suitable aerodrome or at a dedicated aerodrome assigned by the appropriate authority unless considerations aboard the aircraft dictate otherwise.
3. If there is unlawful interference with an aircraft in flight, the pilot-in-command shall attempt to set the transponder to Mode A/C, Code 7500 in order to indicate the situation.
If circumstances so warrant, Code 7700 should be used instead.
Note:When a pilot-in-command has selected Mode A/C, Code 7500 and the request of ATC to confirm this setting will not be replied, the absence of reply from the pilot will be taken ATC as an indication, that the use of Code 7500 is not due to an inadvertent false code selection.
4. The following procedures are intended as guidance for use by aircraft when unlawful interference occurs and the aircraft is unable to notify an ATS unit of this fact.
• If the pilot-in-command cannot proceed to an aerodrome in accordance with the provision of 2 above, he/she should attempt to continue flying on the assigned track and at the assigned cruising level at least until able to notify an ATS unit or until within radar.
• When an aircraft subjected to an act of unlawful interference must depart from its assigned track or its assigned cruising level without being able to make radiotelephony contact with ATS, the pilot-in-command should, whenever possible:
i. Attempt to broadcast warnings on the VHF channel in use or the VHF emergency frequency, and other appropriate channels, unless considerations aboard the aircraft dictate otherwise. Other equipment such as on-board transponders and data links should also be used when it is advantageous to do so and circumstances permit.
ii. Proceed at a level which differs from the cruising levels normally used for IFR flight by.
a) 150m(500ft) in an area where a vertical separation minimum of 300m(1,000ft) is applied.
b) 300m(1,000ft) in an area where a vertical separation minimum of 600m(2,000ft) is applied.