Many of you may have been approaching Hong Kong over the City with its terrific view and a 45 degree turn just a few hundred feet above Kowloon and about a mile from touchdown.

Today's exercise will be pure visual flight with some assistance through NDB and VOR navaids. We will also forget the autopilot for this time and train our flying skills by manually controlling the airplane throughout the entire flight.

Before we take off some instructions on how to fly the big iron.

Attitude Flying

Controlling a 737-400 is somehow different than light planes and is based on the so-called attitude flying. Attitude flying is nothing more than the extension of the basic techniques of airplane control we are using when flying the Cessna. However, attitude flying is also required to properly handle the Lear jet.

The natural horizon was the basic reference, and the airplane was positioned with relation to it. We checked the altimeter and the rate of climb to determine if the attitude was correct. We learned the attitudes for the various maneuvers, and they became familiar to us.

When flying jets attitude flying becomes more important. We now change from the natural horizon to the instrument presentation, and the same relationship – airplane attitude as indicated on the Attitude Director Indicator (ADI) – holds true.

Figure 1: Attitude Flying - Relationship between Pitch and Power

 

What is the airplane's attitude: the aircraft attitude is the position of the nose (longitudinal axis) and wing (lateral axis) relative to the earth. To control the airplane's attitude, two references are available, the earth itself, and the ADI.

The ADI presents to the pilot a visual picture of the airplane's attitude.

The term thrust/drag relationship describes the net force which drives the airplane through the air. Thrust is controlled by reference to Engine Pressure Ratio (EPR) indicators, or the N1 tachometer. We will use N1 as the reference for the power setting.

Proper control of the airplane requires the ability to maintain accurately the airplane's attitude and, smoothly change the attitude a definite amount. By referring to ADI, you can accurately and smoothly maintain or change the airplane's attitude. The ADI presents a reference in degrees on the background sphere which is particularly helpful in estimating attitude changes above or below the horizon.

This means for a given procedure such as take-off, climb, level flight, decent and approach (just to name some used in this flight) a specific attitude consisting of pitch and power- flap setting is required. If you follow these procedures properly the airplane will stay within the envelope.

The following summary of typical attitudes shall help you establishing a conscious system for often repeating configurations.

The indications are limited to a typical airplane such as the FS98 default plane. Please consider that these indications are of approximate natures. Different influences may require corrections such as wind and deviation from target speed. Especially the last point has major influence: 10 kts more speed on final reduces the required pitch by 2 degrees.

The Flight

Today we are going to fly a pattern around Hong Kong Island departing Hong Kong via runway 13.

We will fly part of a SID (Standard Instrument Departure) until 'Thathong point' and after a right turn circle around Hong Kong Island towards NDB Cheung Chau (CC). After initiating a right turn we will follow the NDB 13'CC' approach.

For reference, see the approach chart attached (last page - attachment).

Setup

Position the aircraft at the threshold of Rwy 13 by selecting ASIA-Hong Kong and Rwy 13 at the World menu of FS 98.

Now lets set-up the navaids with Nav1 to be tuned to VOR CH 112.3 and Nav2 to IHK (ILS31) 109.9. We are going the use the ILS back beam to define our fix for the right turn (Tathong Point 5.9 DME IHK). Nav3 (ADF) is to be set to NDB CC 360.

The navaids are set using the mouse and are located in the middle section of the cockpit below the autopilot panel. You may have to press 'Tab' to toggle between the secondary engine instrument and the nav panel. By pointing the mouse to the various navaids and clicking the knob you can set nav 1/2/3. A bar will display +/- indicating that you are either increasing or decreasing the frequency.

Set the course for Nav1 to 041 and the heading bug to 270 by means of the respective selectors at the autopilot panel. The heading bug will provide us with the heading reference prior intercepting CH 041.

The take-off speed references for flaps 5 setting have been calculated as follows:

As we are flying some sort of pattern, keep the climb and cruse speed at max. 250 kts. Initial trust setting for the climb is 80% N1. Follow the following flap retraction schedule:

Let's Fly The Pattern

Set power to take-off thrust and keep the airplane straight on centerline. When reaching Vr, rotate the plane smoothly with a rate of 2-3 degree/sec to initial climb attitude. Lift-off should occur before or at 10 degrees pitch up otherwise the tail skid may touch the runway surface. If there is no lift-off when reaching 10 degrees, maintain this attitude until lift-off.

Then continue to rotate until airspeed is stabilized at V2+10 kts. The aircraft should attain V2+10 kts approximately 35 Ft above Rwy. Maximum allowed pitch for climb is 20 degrees.

Figure 4: Lift-off from Rwy 13, we established V2 and a positive rate of climb, time to retract the gear.

As you accelerate to 'Tathong Point' (5.9 DME IHK) retract flaps according to schedule. Initial altitude is 3000 ft which should be reached before 'Tatong'.

When reaching 'Tathong' make a right turn to intercept NDB CC 360. While you turn the ADF needle will move left until it directly points to the NDB CC 360. Heading is approximately 270 degrees depending how the turn was executed.

Figure 5: Intercepting NDB Cheung Chau

You should now be flying at 3000 ft, speed max. 250 kts, power 45% N1 and 8 degrees pitch up.

Re-trim the aircraft, set power according to level flight attitude procedure and the aircraft will maintain heading and altitude.

Figure 6: On route to NDB Cheung Chau. The ADF needle points correctly towards the NDB

Our next exercise is to intercept R041 VOR CH. The VOR is located close to the NDB but on its right side. We are approaching the radial in a steep angle and a long turn will be required for the interception. Consequently we have to time our action carefully not to overrun the radial.

When passing 6.0 DME start decent to 2000 ft and at 4.9 DME CH commence the right turn with max. 30 degrees bank. Remember, the airplane tends to a nose down attitude in a turn and as steeper the turn as more the nose down tendency occurs.

The NDB needle (yellow) points towards the CC NDB, while the HIS shows your position respective to the Radial 041 of CH VOR. The red value on the HIS indicates the DME to CH. After intercepting radial 041 (FROM) CH, aim for altitude 2000 ft and reduce speed to 190 kts. Select flaps 1 when 190 kts are on and set N1 to 61%.

Figure 7: Intercepting of R041 CH

Descent Into Hong Kong

We have intercepted radial 041 which will guide us to our approach fix at 7.0 DME CH. On the way to the fix perform the following flap setting schedule:

Whenever you increase the flaps the airplane needs to be re-trimmed. Usually, any flap setting results in a pitch up tendency of the airplane.

After the aircraft is trimmed properly it will maintain the required heading and altitude, you only need to take care of the proper airspeed.

Once you have stabilized the airplane on radial 041 CH start decent to 1500 ft and reduce speed to 170 kts, set flaps to 10. The decent rate should not exceed 1000 ft/min.

Maintain heading and altitude until you have the field in sight. At the approach fix which is 7 DME CH you should be at 1000 ft AGL with 150 kts and flaps 20.

Figure 8: You are approaching Hong Kong Kai Tak Airport

Final Approach

Now it comes, the most challenging part of the whole flight.

Once at the approach fix at 7 DME CH lower the gear and start to decent at approximately 700 ft/min. This is also the missed approach point.

If a missed approach has to be performed make a right turn to heading 108 max. bank is 15 degrees. During turn climb above 2500 ft.

We assume you are well on radial 041, altitude 1000 ft or above and you have slowed down to the proper approach speed of 145 kts with a power setting of 51% N1.

The approach into Hong Kong is supported by a curved approach lightning system, which also provides a visible reference during day.

When you are about to approach the approach lightning, select flaps 30 and start your right turn with a 25-30 degrees bank.

Your altitude should be about 600-800 ft, however, to be on the safe side 1000 ft are recommended. This will result in a later touchdown, but the runway length is 3390 m, nothing to worry.

During the turn you have to increase pitch as you remember that the aircraft tends to a nose down attitude. At the same time increase the power to 65% to cope with the pitch increase. Don't exceed 700ft/min decent rate.

And remember that jet engines need about 5-8 seconds to react to changes in power setting.

Your final approach speed should be now 140 kts which is Vref (135)+5 with full flaps 30.

Figure 9: The short final turn onto Runway 13

If you control the turn properly you will end up straight on centerline.

Figure 10: Approaching runway 13

Believe it or not, Hong Kong has a noise abatement procedure, which does not allow to land short of runway 13 threshold which is displaced by 1790 ft. It is marked with a beam of green lights.

When over the threshold reduce thrust to idle and gently increase the pitch to about 3-5 degrees. Shortly after you will feel the wheels touching the runway, lower the nose and apply speed brakes with '/' key and reverse thrust using the F2 key.

After you passed 60kts cancel the reverse thrust (F1) and apply brakes (period > key) until the airplane comes to stop.

Figure 12: Touchdown on runway 13 at correct speed, pitch within 5 degree range and well lined-up

That was it. Congratulations well done.

You may wonder why the safety record of Hong Kong Kai Tak airport belongs to the best, but just recall your own approach and how accurate you have flown the short final knowing that any little deviation can lead to serious problems. And that's how the real world is like. All major airlines require a special rating for its pilots flying into Hong Kong.

Author: Sepp E. Tietze, Singapore, March 1999

Email: SeppErnst.Tietze@sae.siemens.com.sg

The author in a full-motion state-of-the-art Airbus A340 simulator at Lufthansa Flight Crew Training Center Frankfurt.

Attachment 1: Boeing B737 Simple Flight Rules

Takeoff

0=Check flight Control (Nav-Check, elevator-check, rudder-check, Coms-check, Fuel Status-check, engines-check)

1=Extend flaps to 15 degrees

2=Add full power and gently pull up at about 140 Knots.

3=Retract gear.

4=Adjust pitch to climb at around 165 knots (with full Throttle).

5=Bring flaps up at 190 knots

6=When ready to level off, retract flaps.

Cruise Flight

0=Establish level flight.

1=Set throttle to about 1/2 or Full power (about 305 knots with Full power @ 30,000 Ft.)

2=Check HSI or Set autopilot to desired Altitude.

Descent

0=Set throttle to about 30% power.

1=Push the nose over to about 5 degrees

2=note*When pulling up add power to avoid stall.

Landing

0=Extend gear and full flaps.

1=Keep airspeed about 120-145 knots.

2=*Note: Stall occurs around 110 knots (with flaps).

3=Upon touchdown retract flaps and taxi off runway.

Attachment 2: Boeing B737 Checklists

1=&Takeoff, Before Takeoff Checklist

2=&Airbone, After Takeoff Checklist

3=&Approach, Approach Checklist

4=&Landing, Landing Checklist

5=&Parking, Shutdown Checklist

6=&Performance, Performance Data

7=&Takeoff Data, Takeoff Data

8=&Landing Data, Landing Data

Attachment 3: Hong Kong Approach Plate