CONFIDENTIAL
(2)
(3)
(4)
(5)
(6)
(7)
The "Tsim Bei Tsui" peninsula is reduced in height so as to be obstacle free,
Navigational aids can be suitably sited to provide departure/missed approach guidance,
Departure routes require a 6% climb gradient for the all-engines operating case,
Minimum turn heights for departures are 500 feet for the all-engine case and 300 feet for the one-engine inoperative case,
Departure procedures observe the Air Navigation (Overseas Territories) Order obstacle accountable area which gives a total width of 3000m beyond the point 11280m from end of TODA, and
Clearance above
obstacles for departures in the engine
turns
inoperative case is 10.7m for those climbs where are 15° or less, and 15.2m for turns greater than 15°.
3.1.3 Meteorological Conditions
Knowledge of expected winds, visibility, cloud base, and areas of turbulence or wind shear are essential to studies of airport feasibility. CAD and consultant staff met with Royal Observatory officers during the study to solicit opinion on the application of Chek Lap Kok and Kai Tak data to a Deep Bay site. R.O. was asked to review available data and prepare a report for inclusion in Consultant's report. In the interim, Consultants based the following assumptions on discussions with R.O. officers and limited data from other sources:
(1)
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(3)
3.1.4
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Wind distributions for Deep Bay would be similar to those derived from data for CLK, although the strong easterlies at CLK might be less at Deep Bay,
No areas of severe turbulence or wind shears would influence runway alignment or flight track investigation,
and
Periods of low cloud base and reduced visibility at Deep Bay would be no more frequent or severe than those expected at CLK.
Engineering and Construction Assumptions
A total aerodrome area of 860 ha. is required which includes 450 hectares for support facilities (drawn from CLK studies),
Construction details and cost data developed for the Chek Lap Kok Airport 1979 studies are generally applicable to Deep Bay reclamation,
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