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/images/notams/notams21/sams1225/sams1225.jpgThe Hong Kong City Times scenery shows the real environment of HongKong today. It shows the side of Hong Kong in the new era, thereforethe old Kai Tak Airport is not included, instead it includes themodern new area of Kai Tak nowadays. /images/notams/notams21/sams1225/hong-kong-1.jpg /images/notams/notams21/sams1225/hong-kong-2.jpgScenery FeaturesOver 300 custom iconic buildings and apartmentsMany famous museums, buildings, apartments, hotels, banks, landmarks in Hong Kong island and Kowloon areaBeautiful and detailed Victoria harbor areaHong Kong major bridgesAll buildings with PBR materialBeautiful night effectsAnimated Hong Kong star ferry crossing the seaHong Kong styled buildings and apartments in New Territory such as Tuen Mun, Yuen Long, Sha Tin and Tai Po, etc.Many major landmarks included but not in the screen shots, find them yourself and be stunned!If you cannot find your favorite landmarks please don’t worry, it is keep updating and will be free!BONUS: a very simple design of VHHH is included and it is anoption to install! /images/notams/notams21/sams1225/hong-kong-3.jpg /images/notams/notams21/sams1225/hong-kong-4.jpgPurchase SamScene3D - Hong Kong City Times For MSFS
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Review: WF Scenery Studio - Hong Kong VHHH For MSFS By FilbertFlies FilbertFlies presents a review of Hong Kong VHHH from WF Scenery Studio for Microsoft Flight Simulator. We'll look at the airport on approach then take a complete ground tour, including a look at the airside, landside, ground textures,night lighting, rain, etc. About WF Scenery Studio - Hong Kong Int'l Airport VHHH Hong Kong International Airport (IATA: HKG, ICAO: VHHH) is Hong Kong's main airport, built on reclaimed land on the island of Chek Lap Kok. The airport is also referred to as Chek Lap Kok International Airport or Chek Lap Kok Airport, to distinguish it from its predecessor, the former Kai Tak Airport. Having been in commercial operation since 1998, Chek Lap Kok Airport is an important regional trans-shipment centre, passenger hub and gateway for destinations in China (with 45 destinations) and the rest of Asia. The airport is the world's busiest cargo gateway and one of the world's busiest passenger airports. It is also home to one of the world's largest passenger terminal buildings (the largest when opened in 1998). The airport is operated by the Airport Authority Hong Kong 24 hours a day and is the primary hub for Cathay Pacific (the flag carrier of Hong Kong), Cathay Dragon, Hong Kong Airlines, HK Express and Air Hong Kong (cargo carrier). The airport is one of the hubs of Oneworld alliance, and also one of the Asia-Pacific cargo hubs for UPS Airlines. It is a focus city for many airlines, including China Airlines and China Eastern Airlines. Singapore Airlines, Ethiopian Airlines and Air India all utilise Hong Kong as a stopover point for their flights. Features PBR textures Animated jetways Dynamic lighting Real ground markings Hong Kong-Zhuhai-Macao Bridge System Specs i7 8700k processor 32 GB RAM GeForce GTX 1080Ti LG UltraWide 25UM58 25-inch Monitor Thrustmaster T16000.M flight stick Thrustmaster TFRP T. Flight Rudder Pedals Honeycomb Bravo Throttle Quadrant FilbertFlies Youtube Channel Discord Purchase WF Scenery Studio - Hong Kong for MSFS 2020
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/images/notams/notams21/wfss0602.jpgScenery designer WF Scenery Studio announces the release ofHong Kong International Airport (VHHH) for MSFS 2020. Thisis Hong Kong's main airport and is also referred to as Chek Lap KokAirport. FeaturesPBR texturesAnimated jetwaysDynamic lightingReal ground markingsHong Kong-Zhuhai-Macao BridgeSource
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/images/notams/notams20/sams1030.jpgThe Hong Kong City Times scenery shows the real environment of HongKong today. It shows the side of Hong Kong in the new era, thereforethe old Kai Tak Airport is not included, instead it includes themodern new area of Kai Tak nowadays. FeaturesOver 300 custom iconic buildings and apartmentsMany famous museums, buildings, apartments, hotels, banks, landmarks in Hong Kong island and Kowloon areaBeautiful and detailed Victoria harbour areaHong Kong major bridgesAll buildings with PBR materialBeautiful night effectsAnimated Hong Kong star ferry acrossing the seaHong Kong styled buildings and apartments in New Territory such as Tuen Mun, Yuen Long, Sha Tin and Tai Po, more will be added in the futureMany major landmarks included but not in the screenshots, find them yourself and be surprised!If you cannot find your favorite landmarks please don't worry, it is keep updating and will be free!Bonus: a very simple design of VHHH is included and it is an option to install! Source SamScene3D Announces Tokyo Landmarks SamScene3D Releases Shanghai City Times For FSX/P3D
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/images/notams/notams20/sams1022/hong-kong-1.jpgSamScene3D continues to work on their scenery package for HongKong, Hong Kong City Times, for MSFS. The Microsoft FlightSimulator release is planned for the end of this month, with a Prepar3Dversion coming in November. Today they have released some new screenshots showing the city at night. /images/notams/notams20/sams1022/hong-kong-2.jpg /images/notams/notams20/sams1022/hong-kong-3.jpgSource
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/images/notams/notams20/wfsc0807.jpgHong Kong International Airport (IATA: HKG, ICAO: VHHH) is Hong Kong'smain airport, built on reclaimed land on the island of Chek Lap Kok.The airport is also referred to as Chek Lap Kok International Airportor Chek Lap Kok Airport, to distinguish it from its predecessor, theformer Kai Tak Airport. FeaturesPBR texturesRain ground reflectionAnimated Jetways (SODE)VDGS (SODE)Dynamic LightsManually planed vehicles in airport (animated vehicles).Animated WindSock (SODE)Low visibility runway lightsReal ground markingsHong Kong-Zhuhai-Macao BridgeSource WF Scenery Announces Hong Kong International WF Scenery Previews Nanjing Lukou Airport
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/images/notams/notams20/wfsc0731/vhhh-1.jpgAnnounced back in April, scenery designer WF Scenery has justprovided a brief update on their Hong Kong International Airportproject for Prepar3D v4 and v5. It's described as "coming soon", which matchestheir initially proposed August release date. /images/notams/notams20/wfsc0731/vhhh-2.jpg /images/notams/notams20/wfsc0731/vhhh-3.jpg /images/notams/notams20/wfsc0731/vhhh-4.jpgSource WF Scenery Studio Announces Hong Kong International
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/images/notams/notams20/wfst0424/hong-kong-intl-1.jpgIn a recent Facebook post, WF Scenery Studio have mentioned thatthey are developing Hong Kong International Airport for P3D v4 andv5. Release is planned for August. Hong Kong International Airport (VHHH) is Hong Kong's main airport,built on reclaimed land on the island of Chek Lap Kok. The airport isalso referred to as Chek Lap Kok International Airport or Chek Lap KokAirport, to distinguish it from its predecessor, the former Kai TakAirport. /images/notams/notams20/wfst0424/hong-kong-intl-2.jpg /images/notams/notams20/wfst0424/hong-kong-intl-3.jpg /images/notams/notams20/wfst0424/hong-kong-intl-4.jpg /images/notams/notams20/wfst0424/hong-kong-intl-5.jpgSource
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/images/notams/notams18/gibs0803.jpgThis may be the first "real" scenery that covers a large part ofChina. The scenery is perfect for cruising above medium altitudes,although an option of what I am naming "Dual" Scenery will beinstalled that will show your higher resolution generic land classscenery or airport surrounds whilst at lower altitudes and the 15mreal scenery around the aircraft in the distance and when cruising athigher altitudes. The main scenery is 15m imagery throughout with the imagery waterunderlying the "sim" water which looks realistic and blends with "sim"water well off the coast. Includes 3 Options:15m imagery with imagery water underlying "sim" waterReplacement water textures with "sim" waterLOD 11 option such that default or Addon higher resolution and/or default airport surrounds fit in better; the lower you fly your land class shows whilst as you climb the imagery is seen Purchase Gibson Sceneries - Hong Kong To Shangai China Scenery /images/notams/notams18/gibs0803.png
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/images/notams/notams18/tamp0724/hongkong1.jpgJust released by FlyTampa is version 2.0 of Hong KongKai Tak. This version has been fully recompiled to supportPrepar3D v4. /images/notams/notams18/tamp0724/hongkong2.jpgFeaturesHong Kong city featuring Mesh, Landclass, Photo.Thousands of custom buildings throughout the city.Kai-Tak International (VHHX, closed 1998) airport scenery.Highly detailed curved Checkerboard approach.2 Heliports (Peninsula Hotel rooftop, Shun-Tak Ferry heliport).Animated AI-Ships including Hong Kong's Starferry, junkers, barges etc.Unique night effects like animated Lightbeams, Light Pollution and Fireworks. Purchase FlyTampa - Hong-Kong Kai Tak /images/notams/notams18/tamp0724/hongkong3.jpg
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Destination: Hong Kong By Bill Smith (16 May 2006) Destination: Hong Kong From our first glimpse of Hong Kong's dramatic skyline during our approach into Chek Lap Kok, we knew we were about to experience something quite special. Unfortunately, nothing could prepare us for Hong Kong's extreme heat, in stark contrast to the cool wet Australian winter from whence we had come. Last August's visit to Hong Kong was my family's first and it left us wanting more. For my next visit there, I knew that I would have to do some things differently. To begin with, a stay during the relatively cooler temperatures of March/April would allow for a lot more exploration the city during daylight hours. Otherwise, take it from me, the tendency is to dash from one air-conditioned facility to the next in a desperate attempt to escape the merciless heat and humidity. It's funny how air-conditioned museums, shopping malls and even railway stations can seem like fascinating places to kill time when outside the sun is trying to hammer all of the city's pedestrians into the pavement. Anyway, rather than wait for the next conference to beckon me back there, I decided to re-live the experience of a 7 hour 40 minute flight to Hong Kong from Perth (YPPH) flying myself using Microsoft's FS2004. And this time, (weather permitting) I should get a wide-screen view of the city from the captain's seat instead of having to steal glimpses through the tiny passenger windows of an A330. (OK, this time it would only be a two-dimensional adventure but you can't have everything can you?) Departure: The only direct flights to Hong Kong from my hometown are with Cathay Pacific and Qantas, both of whom operate Airbus A330s. QF67 departs Perth at 9.30 AM three days a week, and from my own observation the economy class cabin is usually only just over half-full. (I can only assume that Qantas carry a huge amount of cargo to maintain the route's economic viability.) Technically, the middle of March is autumn in Perth, but on the morning of my departure it was shaping up to be a very hot day. I miscalculated that my Project Open Sky A330 would be using about 15,000 lbs of fuel per hour during its high altitude cruise, so I had far more fuel on board than I needed when I pushed back from Perth's international terminal (picture, left) and taxied out to runway 21. The FS2004 navigation log shows that QF67 left the ground at 9.39 AM local time. Under instructions from ATC I turned north and climbed through clear skies up to just 7000 feet (initially), before being cleared to 18,000 feet. Climb You may have read criticism of the freeware POSKY A330 flight modeling with regard to the way it climbs, or rather, the way it loses speed in the climb, stalls and falls out of the sky. This matches my own early experience with the A330, until fellow flightsim fan Rik Vyverman educated me in the correct climb technique for this aircraft. (Rik should know, because he later went on to fly real Airbus aircraft for a European charter operator.) Basically, after holding a maximum 250 knots below 10,000 feet, the A330 must thereafter be allowed to accelerate to 300 knots in a very shallow climb. The rate of climb can be gradually increased but the speed must be kept high and the pitch closely monitored. In a real Airbus the flight management computer will look after all this for you but in a freeware package such as this the rate of climb and airspeed requires constant judicious input by the operator. Once you've mastered it, it's very satisfying. (And is far more realistic than the 5000 feet/minute climb rate of the overpowered default 777s). QF67 managed to climb from FL260 to FL310 at 1500 feet/minute at a Mach 0.67 with engine N1 at around 95%. Cruise Initial cruise was at FL310 (picture, right) but I later requested a climb to FL350. The winds at this height were a relatively calm 48knots from 277 degrees. Contrast this with last August's flight when our captain informed us that we were encountering 150mph westerly winds! The next screen shot (picture, left) illustrates QF 67's track inland of the Western Australian coastline at 10.51 local time. Look closely and you can see that at Mach 0.80 the A330 was only burning 10,600lbs of fuel per hour. By 12.15 PM QF67 was in range of the Bali VOR and I requested a climb to FL390. As we flew over Bali I tuned the communications radio to the Bali ATIS frequency to get the local weather. (For the record it was a cloudy, 31 degrees C with light northwesterly winds and visibility at 6 miles.) I discovered similar conditions at Kota Kinabalu when I flew over there a little later on. As I headed towards Manila airspace, I further increased our cruise altitude, up to FL410. It was a very smooth ride, in contrast to the very rough conditions we experienced last August at the same altitude. Later, as our heading changed to 330 degrees, I reduced our altitude to FL400. Approach As I mentioned earlier, I had too much fuel on board at he start of this trip. So much so, that by the time I neared the top of my descent into Hong Kong, I could have offered to fly the passengers on to Tokyo for no extra charge. QF67 was about 130 nm out from the Cheung Chau VOR when I received instructions from ATC to descend to FL340. I was hoping that the prevailing winds would allow an approach similar to the one I had experienced in my real life landing at Chek Lap Kok last August. I pressed the "PROC" (procedures) button on the Garmin GPS to check out the available options for an approach into runway 25R. There were three options, but the one marked "TD transition" looked to be the closest match to my previous real life experience. Later, at around 80 nm from my destination, ATC asked me to turn north and to expect vectors for an approach into runway 25L. Yay! The prevailing winds were how I wanted them. My response was to ask them to "Stand by" while I selected and then requested an alternative approach, with a transition through the Tango Delta VOR for a landing on 25R. This request was approved and again I used the "PROC" button to select and activate the TD transition. My Airbus's autopilot would now automatically follow the track as displayed on the Garmin GPS. (Well it would so long as the GPS/Nav switch remained in "GPS" mode.) Best of all, ATC would not have to keep instructing me to turn left and right as they would on a vectored approach. QF67 was down to 8000 feet as it neared the TD VOR. (picture, right) Look carefully at the screen shot and you can see that my plane would continue to head north before automatically making a ninety degree left hand turn to line up with runway 25R. The next radio message I received from Hong Kong Approach was "Qantas 67. You are 27 miles southeast, cleared ILS runway 25R approach via TD transition. Maintain 8000 until established on the localizer. Contact Hong Kong tower on 118.20 when inbound on approach." This automated approach would free me up to gaze out the windows at the magnificent city skyline on the left-hand side of the plane. Well, not quite, because I still had a few procedural matters to attend to. Firstly, I had to pre-set the nav radios to the 25R frequency. (I found this frequency by cycling through the pages of the GPS "nearest airport " database for VHHH.) Hong Kong's ATIS informed me that winds were 271 at 8, scattered clouds at 6200 feet and a temperature of 25 degrees C. What's next? I had to check that I had remembered to turn on the landing lights, arm the spoilers and set the autobrakes. Oh yes, and I also had to change the com radio to the tower frequency and make contact, slow the plane to 200 knots and extend the flaps. And most importantly (as I do not have any approach charts for Hong Kong), I had to monitor the DME to calculate the correct height during my final approach. Of course, once I had QF67 lined up with the runway I also had to remember to change the GPS/Nav switch to "Nav" mode so that I could lock the autopilot into approach mode for the ILS on runway 25R. All of this activity, combined with just 3 miles of visibility on the afternoon of my arrival, means that I was too busy to see much of the vibrant city vista below. In fact, during the last 3 miles of the approach QF67 was at times engulfed in low cloud. As soon as the runway lights appeared through the gloom (picture, left), I turned off the autopilot and autothrottles and hand flew the touchdown. Touchdown Don't like to brag, but it was a very smooth touchdown. After turning off the runway I turned off the strobes and landing lights, neutralized the trim and retracted the flaps. I switched the Com radio to ground frequency "Qantas 67, taxi to gate Sierra 31 via taxiway A5 A A6 B V H H7." According to the A330's clock I was a few minutes ahead of the Qantas schedule. As I began to taxi to the gate I was suddenly reminded of how fresh and alert our Qantas flight crew looked as they made their way through Hong Kong immigration and customs. They didn't look like they'd just completed an eight-hour shift. They looked like they were ready to start a shift! City Tour Chek Lap Kok airport is located some 45 minutes from the city center. It is linked by a train, which runs under the harbor, as well as by a road that runs over magnificent suspension bridges all the way to Kowloon. It is here that the traffic converges and disappears into the cross-harbor tunnel, where it re-emerges in the district of Wan Chai. You can't drive this route in FS2004 but you can fly over it in a helicopter. My computer's crappy video card cannot do justice to this experience, so instead I'll refer you to the picture at right which I took last August. In the left-hand foreground of the photo you may just make out the Wan Chai heliport which is busy day and night, seven days a week. There is much to interest the first time Hong Kong visitor but some of the things that stood out to me were: The airport: The HK airport terminal buildings on Lantau Island are absolutely magnificent. The cars: In HK there are more Mercedes and BMW cars per square kilometer than in any other place I've ever been. They are mostly big and shiny and (as in Japan), painted black, gray or silver. I hardly saw any 4WD vehicles. Just not fashionable here I guess. It is very rare to see a car more than eight years old. In truth, a car in HK is more of a status symbol than a practical mode of transport. That's because of... The fantastic public transport: Getting around Hong Kong using the public transport system is easy when you purchase a pre-paid Octopus card. You use this card on all ferries, buses and trains and you'll be left wondering wonder why all cities don't adopt this type of system. (The reason is that only cities with populations of 6.8 million people can afford to pay for it.) The "Peak" is reached via the Peak Tram up an incredibly steep incline for a fantastic view of the city. Unfortunately you can't always be guaranteed a good view because of ... Environmental pollution restricts visibility on most days, which is a shame because the harbor and surrounding buildings are magnificent. Food, food and more food. It's great and it's relatively cheap. Absolutely the best Dim Sum I've ever had. What more can I say? Shopping. (If you like that sort of thing). Suggest you take a bus to the Stanley Markets. If you don't, then head for the Hong Kong History Museum instead. It's brilliant! The number eight. You'll see it everywhere as the Chinese consider it to be very lucky. If you can't get there in person sometime soon, then maybe you should think about purchasing Flightsoft's Hong Kong scenery add-on for FS2004. Cheers, Bill Smith Perth, Western Australia leesmith@ca.com.au Author 'Get Real!' The word's first flightsim novel Visit www.toomuchfs.com -
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How To...Fly The Hong Kong Pattern A Pattern Around Hong Kong In A Boeing 737-400 By Sepp E. Tietze 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: V1 Vr V2 125 kts 134 kts 144 kts 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: Set Flaps 1 Set Flaps up 170 kts 190 kts 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: Flaps 5 Flaps 10 Flaps 20 190 kts 170 kts 150 kts 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 [1] 0=Radios ___ Set for Departure 1=Bugs ________________ Set 2=Flight controls ________ Chk 3=Flaps __________ 5 Green Lt 4=Stab Trim _________ 5 Units 5=Lights ________________ On 6=Clocks _____________ Start 7=Parking brake _____ Release [5] 0=Engines ____________ Cutoff 1=Radios _______________ Off 2=Flaps _________________ Up 3=Speedbrake ___________ Up 4=Stab Trim ______________ 5 5=Lights ________________ Off [2] 0=Landing Gear __________ Up 1=Flaps _________________ Up 2=Thrust _______________ Clb 3=Altimeter _____________ Set [6] 0=- Climb Speeds - 1=Best Angle = 210 Kts 2=Best Rate = 280 Kts 3=Best Econ = 320 Kts 4=Cruise = Mach 0.72-320 Kts 5=- Descent Speeds - 6=High Speed = 350 Kts 7=Turbulence = 280 Kts 8=Best Econ = 235 Kts [3] 0=Radios _______________ Set 1=Autopilot _____________ Set 2=Charts ____________ Review 3=Speed Bugs ___________ Set [7] 0=Fuel % V1 VR V2 1= 100 137 138 143 2= 075 130 131 135 3= 050 121 122 128 4= 025 111 112 119 [4] 0=Speedbrake ________ Armed 1=Gear ______ Down, Green Lt 2=Flaps ________________ 40° 3=Altimeter _____________ Set [8] 0=Fuel % Vref 40° Vref 15° 1= 40% 120 kts 130 Kts 2= 30% 116 kts 126 Kts 3= 20% 110 kts 119 Kts Attachment 3: Hong Kong Approach Plate -
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How To...Fly The Kai Tak IGS Approach by Brian Wozniak Recently closed Hong Kong Kai Tak airport was the most interesting airport in the world. With a curved approach right above crowded Kowloon city, the airport became world famous. Thousands of people would buy a ticket to Hong Kong in hopes of being able to experience the incredible landing. I was one of the lucky ones to experience the landing from the right side window seat of a United Airlines 747-400 from Los Angeles last March. Now I want to teach you all the best methods of flying the approach. My neighbor is a recently retired United Airlines 747-400 Captain and has taught me his ways of executing the approach properly without floating above the runway or touching down with your nose pointing out into the harbor. I will tell you how I land the approach with a 747. First, once you have become lined up with the approach and passed the outer marker your altitude should be around 1700 feet. This is perfect altitude. It is best to have a slightly high approach into Kai Tak. As I have been told and noticed on approach don't follow the approach lights. Approach a little left of them. This will give you more room to turn and line up faster. So as you are a little left of the approach lights and are about to reach the middle marker your altitude should be around 650. This is good decision height if you are going to land it or go around. The Kai Tak slogan has seemed to been said as "real men don't go around" so I recommend you give it a try no matter what. Once you reach the marker start a slight right turn for about 2 seconds then you will need to bank the aircraft hard to the right. Do not wait until you are over the checkerboard like many people say such as "we fly over a checkerboard then make a steep turn". This is false. The average bank should be about 25 to 30 degrees, though this varies with size of your aircraft. Smaller ones such as 757's and 767's don't require such a steep turn. Also you can not stay at one bank setting through the turn. You must lessen the turn or increase it depending on how you started the turn. With this method you should have a little extra time to line up and make a smooth landing. Try to keep yourself on a good glideslope. After you are lined up with the turn make your touchdown point past the first runway touchdown markers. This is a very good touchdown point. After you have touched down take the high-speed taxiway that leads into the expanded taxiway near the end of the runway. You can only use this taxiway if you are 60 knots or lower. If not continue down the runway until the next taxiway. Hopefully this writing will help you improve your landings at the world famous Kai Tak airport. Brian Wozniak KwaiChang6@aol.com -
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