CO537-(1262-1649) — Page 552

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CO 537/1427

THE NATIONAL ARCHIVES

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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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CO 537/1427

THE NATIONAL ARCHIVES

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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

Than taken in siku

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.

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