If plans for the fourth runway at HND
come to fruition, everybody can forget the argument for an A380 Domestic. The capacity will not be needed and JL
/NH can run two 777/7E7s instead of one A380. How about 7E7 shuttle from HND
-CTS every 15 minutes.
Although the possibility of JL
going for A380 on int’l routes can’t be ruled out, JAL directly has never ordered from Airbus. This is due to the fact JL
used to be government owned and still sees an order for 767/777/7E7 as a boost to the Japanese companies that supplies parts to Boeing. Even if they can get a better offer from Airbus, Japanese sub-vendors do not supply as much components for Airbus.
An order from ANA is even more unlikely as they will go most likely go with the 773ER for 744 replacement because they want a standardized fleet and the A380 will not go with the 777s or 7E7s and the A320s are out of the door soon to be replaced by the 73G starting next year.
There are now two runways at AA
), Japan">NRT and though the main runway (A) at AA
), Japan">NRT is slot retrained. The shorter runway (B) can handle many more movements and by switching the 777/763 & shorter-haul aircraft from the A-runway slots to the B-runway, paving the way for more long-haul and 747-type aircraft on the A-runway. This is why AA
is able to add flights due to shifting the landings on the B-runway and use the A-runway for take-offs only. AA
had 28 slots on the A-runway and if the authorization for the AA
goes ahead, AA
should be just about maxed out on these slots. As for NW
expanding such as the AA
route, the 757s can be easily handle the B-runway. If more 747 routes/frequencies are to be added, they can shift the new 332s to the B-runway as necessary freeing up the A-runway slots.
There is also talk of extending the B-runway to 2500 meters (currently at 2,180) so it can handle all types aircraft, but this is still years away from fruition.
Anybody who sits in a window seat on aircraft between Terminal 1 & 2 and around AA
), Japan">NRT, you can see the farmers who block construction of additional runway or runway lengthening. There is now a home sandwiched in between taxiways! It’s just north of the hangers. You can’t miss it. Most of the land is bought but just a handful of farmers owning just a few acres are blocking its construction. In Japan, local politicians and industrialists promote airport development as they are economic driver (just like the rest of the world), so NIMBYs are very rare in this country except the two most constrained places (AA
), Japan">NRT & HND
). To understand the situation at Narita, a book can be written (I think it has in Japanese though). Its unique history dates back to the 1960s when politicians on a whim announced an int’l airport at Narita (on the current site) without consulting the locals. This pent-up resentment still resides today and it still has a beefed up security compared to other Japanese airports due to the radical elements surrounding or on the airport.
As for the New Nagoya Airport to open in February, it’s reported to have the lowest of the landing fees of the major Japanese airports. The Nagoya area is the home of many car manufacturers and major industries, so cargo movements will definitely rise and take up some capacity away from KIX
), Japan">NRT, as cargo won’t have to go to these airports. The current Nagoya airport has only 2,500m and limited ramp space, so really insufficient for those heavy cargo jets.