6543/18
0006 1
AERAR] I.A.L., London, England.
HONG KONG INTL
INSTRUMENT GUIDANCE SYSTEM
1.
DESCRIPTION
1.1. The system uses ILS Components but is offset from the landing direction by 47°, necessitating a visual right turn to line up with the runway after reaching decision height.
1.2. The system is designed for the instrument flight segment of the approach to be completed not later than the Middle Marker when visual flight must be established or an immediate right turn into the missed approach procedure initiated. 1.3. After passing the Middle Marker the indications are not relative to the required flight path and must be ignored. WARNING: Continued flight on the Instrument Guidance System after passing the Middle Marker will result in loss of terrain clearance.
1.4. The co-located DME contains a delay so that the indicated distances are from
the runway 13 threshold.
1.5. The Localiser has a repeating voice transmission advising pilots that the Instrument Guidance System is not an ILS, that a visual turn to the runway is required and that a missed approach is mandatory if not visual at the Middle Marker. 2. PROCEDURE
2.1. Intermediate Approach
2.1.1. From Mount Kellet (MK) VOR.
Leave MK VOR on 270°R descending to 6000 ft. At 12 DME MK (NDB 'LT' bears 360o) turn right onto 020° to NDB 'LT' descending to 4500 ft and capture localiser.
2.1.2. From Cheung Chau (CH) VOR.
Leave CH VOR on radial 270° descending to 6000 ft. At 7 DME CH ('LT' NDB bears 020) turn right to track direct to 'LT' NDB descending to 4500 ft and capture localiser.
2.2. Final Approach
Descend on glide path to decision height. Make visual right turn to line up with runway.
Note: Aircraft flying on the nominal glide path will cross the Outer Marker
at 1730 ft. and 583' ac
May, thang,
2.3. No Glide Path
When on Localiser East of 'LT' NDB or not greater than 14·2 DME KL, descend as with GP but cross Outer Marker or 4-8 DME KL at not less than 1800 ft. then continue to decision height.
2.4. Missed Approach:
2.4.1. At the Middle Marker make a right turn to track through the 'RW' NDB
on 130°(M) to 4500 ft. then as instructed.
2.4.2. Missed approach procedure is mandatory at the Middle Marker if visual flight is not achieved by this point, as continued flight on the instrument Guidance System will result in immediate loss of terrain clearance. The missed approach turn is based on 15° bank, 1.5° per second rate of turn and an average speed of 180 knots whilst turning.
Note:
2.5. OM and/or MM Unserviceability
In the event of unserviceability of the Outer Marker and/or the Middle Marker distances from DME can be used in lieu of these facilities, which will ensure safe terrain clearance:
LT NDB-14-2 DME Outer Marker-4-8 DME Middle Marker−2·2 DME Note: DME distances have been adjusted by 0·5 nm to allow for permitted tolerance
of DME. Actual distances: OM 5-3 DME, MM 1-7 DME.
200, 302
H J REVISION Para 2.
INSTRUMENT GUIDANCE SYSTEM
EFFECTIVE 4.11.76
B2
HONG KONG INTL
1