TNAG-1174-FCO40-1476-Proposed-replacement-airport-for-Hong-Kong-at-Deep-Bay-or-Ch-1982 — Page 123

CONFIDENTIAL

Missed Approach Straight ahead to second San Tin VOR, and then continue ahead or route via Tolo Harbour. OCH 100 feet for Cat. II, 200 feet for Cat. I on either track missed approach route. Turning right at 2NM past the end of the runway 'reservoir' would have an OCH of 610 feet approximately.

Approaches to Runway F2 from the Northeast

M

over the

Approach from

Tathong VOR as for runway 26R. The final approach path is 2300M

south of the PRC border.

-

Missed Approach Climb straight ahead. At 4NM from the upwind end of the runway turn left climbing to track 180°T to intercept radial 311° from Cheung Chau VOR, and continue climb to 5, 500 feet. OCH 100 feet Cat. II, 200 feet Cat. I approximately.

4.

REGULATED TAKE-OFF WEIGHTS AND OBSTACLE CLEARANCE HEIGHTS

Cathay Pacific Airways have studied the effect specific obstacles may have on the take-off and climb performance of their B747 and L-1011 aircraft experiencing engine failure under conditions of zero wind with an ART of 32 C. During discussions, an opinion was expressed that for north-easterly departures DC-10 and A300 aircraft may be penalised. However, this study does not allow time to examine in depth the performance characteristics of all aircraft types.

A summary of possible achievable RTOWS for B747 and L-1011 aircraft, as operated by CPA, are tabulated in Table 7-1, for the northeasterly departure routes discussed in Section 3 - Tab

1

3.

Table 7-2 is a summary of estimated OCH S for each runway. Tables 7-3, 7-4, and 7-5 were provided by Cathay Pacific and provide further detail of the RTOW analysis. The analysis demonstrates the viability of Runway F2 for a high proportion of Cathay services, but also clearly establishes that the runway F2 location is inadequate for many routes operated by Cathay and other carriers. Thus, runway F2 can be seen to be a viable location only if runway F1 were available for more demanding routes at economical payloads.

5.

RISK OF INCURSION INTO CHINESE AIRSPACE

There is no appreciable risk of incursion associated with standard approaches and departures to

to the runways of Schemes "A"

and "B".

FL

The areas associated with the precision segments of the missed approaches associated with runways D, F1 and F2 penetrate Chinese airspace to one degree or another in each direction. Using this knowledge it has been possible to assess the risk of a missed approach penetrating the border based on the distance between the missed approach centre-line and the PRC border. Relating this risk to the annual movement rate and an assumption that there could be one missed approach per thousand movements, (i.e., one overshoot per 500 attempts) a total risk has been calculated. The risks are given at Table 7-6 for each affected runway.

The

7-5

CONFIDENTIAL