Cms
Ref:
CO 537/1427
THE NATIONAL ARCHIVES
Ins
N
restrictions. Further information is given in the enclosed Terms and Conditions of supply of National Archives" leaflet. Please note that this copy is supplied subject to the National Archives' terms and conditions and that your use of it may be subject to copyright
3.
00050
1
2
Cms
CO 537/1427
THE NATIONAL ARCHIVES
2
Ref.: restrictions Further information is given in the enclosed Terms and Conditions of supply of National Archives' leaflet. Please note that this copy is supplied subject to the National Archives' terms and conditions and that your use of it may be subject to copyright
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Class of Airport.
Length of Runway
8,500 ft.
Width of Runway
A.
B.
7,000 ft.
400 ft.
350 ft.
C.
6,000 ft.
300 ft.
Length of Over-run
1,500 ft.
1,200 ft.
900 ft.
Total Width of Strip.
1,200 ft.
900 ft.
700 ft.
All the above figures are standards to which must be added an
addition lly in length to allow for local temperature correction.
It will be seen that Class B standard is easily met.
By paving one over-run, it is possible to omit the other,
since an aircraft will always have a full runway and a full over-
run in either direction, provided it starts from the end of the
paving.
A Class A standard runway, thus "condensed", requires 8500
feet plus 1500 feet over-run, which with temperature correction
amounts to 11,100 feet.
If the over-runs at both ends of the Class B runway were
paved, only an additional 670 feet of paving would be required
to give a full Class A (Condensed) Standard runway.
Orientation.
The runway as drawn is in a due E-W direction, and in planning
this direction due attention has been given to wind speeds. It is
considered that only winds above 20 m.p.h. will affect the large
aircraft of the future, and therefore in the preparation of data
showing wind percentages only those winds of 20 m.p.h. and over
have been considered. I attach an analysis of such winds taken
over a five year period. These observations were made at the
Royal Obversatory, Hong Kong, and there is no reason to assume
that the winds prevailing at Stonecutters would vary in either
intensity or direction. It will be seen from this analysis that
the prevailing winds are from an E ENE direction.
·
A takeoff into the direction of the prevailing winds
will necessitate flying over a densely populated part of Kowloon.
}