I found the book in the Local Council online library. Downloaded the electronic version.Me too. Quite a few books to read now, given our social isolation.
I found the book in the Local Council online library. Downloaded the electronic version.Me too. Quite a few books to read now, given our social isolation.
Hong Kong, Kai Tak
Basically you needed to be clear of cloud at the bottom of the IGS. So a cloud base of about 675’. From that point you needed to be able to maintain visual. The visibility requirement from the chart (they can be found on the net) is 2,000m. You don’t actually need to be able to see the runway at the end of the IGS, but it should become visible fairly quickly. Flying the turn, at night, in limited visibility was one of the times when you earnt your crust.Sounds like fun! What were the weather/visibility restrictions of that approach? I assume you had to be able to see the checker board?
No, I don’t think so. The MLS (microwave) approach system showed promise for curved flight paths, but it never became mainstream. GPS would be helpful but I doubt that it would be sufficiently reliable given the terrain. There are simply times when you need to look out the window, and actually do some flying.If it was still there today would a fully automatic approach be possible? Would any of the tech of more modern planes make it any easier?
Prior to September 11 visitors were welcome, and it was up to the Captain whether he allowed people for take off or landing. HK was very popular, and many people would ask.I have a memory of my older brother telling me in the 90's that he'd asked if he could visit the coughpit on a flight to Hong Kong and was allowed to stay in jump seat for landing into Hong Kong (probably on BA)? Does that sound believable and was it allowed on QF in those days?
Struggling to use your Frequent Flyer Points?
Frequent Flyer Concierge takes the hard work out of finding award availability and redeeming your frequent flyer or credit card points for flights.
Using their expert knowledge and specialised tools, the Frequent Flyer Concierge team at Frequent Flyer Concierge will help you book a great trip that maximises the value for your points.
How often was 13 in operation? Given that the new HK has completely different runway directions I have no reference. Was it a bit like CLK where 07’s are in use most of the time or was it more of a 50/50 shot?
Hong Kong, Kai Tak
A great post. I wish I had the opportunity to fly into it.
If I looked on google maps, where would I find where this airport was?
Given the unique and challenging approach to this airport, do you know why it was built here? Were there no other better options or was it an airfield that when first built was suitable, but bigger aircraft made it more challenging?
On another "13" runway ...
a couple of times I have been a passenger landing at JFK on 13R, and noted it was a reasonably tight curved approach only straightening up shortly before landing, reminiscent of Kai Tak.
Is that the standard approach to JFK 13R, or is it just one of a number of tracks to spread out the noise footprint ?
- would these and other sectors be given to the C&T guys and girls to ensure they are current and can get other crews up to speed as quickly as possible when things start to get back to normal?
- On QF the sectors time for SYD-MEL was down to 55 minutes and MEL-SYD down to 50 minutes. On JQ the SYD-MEL sector time remained around 80 minutes even though we were given a departure off 34L (rather than taxi all the way down to 34R). With JQ the MEL-SYD sector was similar to QF and back to 50 minutes. Given the reduction in the amount of traffic would ATC remove most speed restrictions and provide track shortening where available?
- An interesting one was landing into SYD. On both occasions the QF 737 and JQ A320 spent time (3-4 minutes) at the gate before shutting the engines down. We were given a roll through when landing on 34L with the taxi time less than a minute from leaving the active runway to pulling up at the gate. Is there a minimum amount of time needed to cool things down?
- It was sad to see the number of aircraft that are in storage on the taxiways and parking bays in each location (see attached view from T4 in Melbourne). Many QF, JQ, VA and TT aircraft. Engine cowlings, APU exhausts and all other ingress / egress points all buttoned up. How long can you reasonably keep an aircraft on the ground in that state before it becomes a significant job (cost, time, etc) to get them into a state where they can fly. Is there a point in time where sending them to the desert becomes a more viable option. Aside from the avionics and entertainment systems I would also imagine there are certain key components that rely on being maintained within a certain set of parameters (temperature, humidity and air pressure).
AFF Supporters can remove this and all advertisements
I can't tell without seeing the FR24 tracks. Are the times airborne, or gate to gate? 70-80 minutes is normal for gate to gate.
Had a business need to do two SYD-MEL-SYD sectors across the last couple of weeks. First week on QF and second week on JQ. A couple of questions:
- would these and other sectors be given to the C&T guys and girls to ensure they are current and can get other crews up to speed as quickly as possible when things start to get back to normal?
- On QF the sectors time for SYD-MEL was down to 55 minutes and MEL-SYD down to 50 minutes. On JQ the SYD-MEL sector time remained around 80 minutes even though we were given a departure off 34L (rather than taxi all the way down to 34R). With JQ the MEL-SYD sector was similar to QF and back to 50 minutes. Given the reduction in the amount of traffic would ATC remove most speed restrictions and provide track shortening where available?
- An interesting one was landing into SYD. On both occasions the QF 737 and JQ A320 spent time (3-4 minutes) at the gate before shutting the engines down. We were given a roll through when landing on 34L with the taxi time less than a minute from leaving the active runway to pulling up at the gate. Is there a minimum amount of time needed to cool things down?
- It was sad to see the number of aircraft that are in storage on the taxiways and parking bays in each location (see attached view from T4 in Melbourne). Many QF, JQ, VA and TT aircraft. Engine cowlings, APU exhausts and all other ingress / egress points all buttoned up. How long can you reasonably keep an aircraft on the ground in that state before it becomes a significant job (cost, time, etc) to get them into a state where they can fly. Is there a point in time where sending them to the desert becomes a more viable option. Aside from the avionics and entertainment systems I would also imagine there are certain key components that rely on being maintained within a certain set of parameters (temperature, humidity and air pressure).