TNAG-1174-FCO40-1476-Proposed-replacement-airport-for-Hong-Kong-at-Deep-Bay-or-Ch-1982 — Page 119

APPENDIX B

OPERATIONAL STUDIES

CONFIDENTIAL

1.

INTRODUCTION

To support the runway configuration studies described at Section 3, analysis of specific departure, approach, and missed approach procedures for the selected schemes was performed to the extent possible within the limited timescale of the study. This appendix describes the procedures studied leading to the findings and includes results of Cathay Pacific's brief study of regulated take-off weights that would likely apply to their equipment operated from the runways of the two schemes considered. Derivation of estimates of risk of excursion across the PRC border is included.

2.

SCHEME "A"

2.1

RUNWAYS F1 AND D

-

DEPARTURES TO THE NORTHEAST FROM RUNWAY F1 075°T DIRECTION (See Figure 2-2 at Tab 2)

The following routes were examined, assuming the aircraft experienced engine failure at the critical point:

а.

b.

c.

Straight Ahead Departure This route assumes that the aircraft continues straight ahead to the ENE and is absorbed into the en-route structure. The route centre-line passes within 800m of the PRC border.

Tolo Harbour/Tathong Point Departure - This departure is straight ahead for approximately 6.5nm to the San Tin area (where it is proposed a VOR will be sited) where a turn to track over Tolo Harbour on a heading of some 125°m would be initiated. A further turn to intercept the 340 radial from Tathong Point VOR would be carried out with the en-route entry

entry point at Tathong.

о

Cheung Chau Departure This departure requires a turn through some 105° after attaining an altitude of 500 feet a.a.1. (1.4nm from end of runway) to intercept Cheung Chau radial 005° and continue to Cheung Chau for entry into the en-route system. The centre-line of this route passes over a point some 2000m west of Sek Kong with a high proportion of aircraft being at an approximate altitude of 2000 feet APD. This route may not be capable of being flown economically by all aircraft with one engine inoperative, (See RTOW Analysis at Para 4 of this Appendix).

7-1

CONFIDENTIAL