VHHH Jeppesen Chart

8/9/2019 VHHH Jeppesen Chart

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List of pages in this Trip Kit

Trip Kit IndexAirport Information For VHHHTerminal Charts For VHHHRevision Letter For Cycle 03-2015Change NoticesNotebook

Trip Kit Index

Printed on 08 Feb 2015

Page 1(c) JEPPESEN SANDERSON, INC., 2015, ALL RIGHTS RESERVED

j jj j e ee e p JEPPES p JEPPES p JEPPES p JEPPES

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General Information

Location: Hong Kong HkgIATA Code: HKGLat/Long: N22°18.5' E113°54.9'Elevation: 28 ft

Airport Use: PublicMagnetic Variation: 2.6°W

Fuel Types: Jet A-1Repair Types: Major Airframe, Major EngineCustoms: Yes

Airport Type: IFRLanding Fee: NoControl Tower: YesJet Start Unit: NoLLWS Alert: YesBeacon: No

Sunrise: 2300 ZSunset: 1017 Z,

Runway Information

Runway: 07LLength x Width: 12467 ft x 197 ftSurface Type: asphaltTDZ-Elev: 22 ftLighting: Edge, ALS, Centerline, TDZDisplaced Threshold: 568 ft

Runway: 07RLength x Width: 12467 ft x 197 ftSurface Type: asphaltTDZ-Elev: 27 ftLighting: Edge, ALS, Centerline, TDZDisplaced Threshold: 525 ft

Runway: 25LLength x Width: 12467 ft x 197 ftSurface Type: asphaltTDZ-Elev: 27 ftLighting: Edge, ALS, Centerline, TDZ


Communication Information

ATIS 128.2 Arrival ServiceATIS 127.05 Departure ServiceHong Kong Tower South Tower 118.4Hong Kong Tower North Tower 118.7 SecondaryHong Kong Tower North Tower 118.2Hong Kong Ground South Ground Control 122.55Hong Kong Ground North Ground Control 121.6Hong Kong Delivery Clearance Delivery 129.9

Hong Kong Delivery Clearance Delivery 124.65 SecondaryHong Kong Precision Approach Control 133.7

Hong Kong Director Approach Control 119.5Hong Kong Director Approach Control 119.35 SecondaryHong Kong Approach Control 119.1Hong Kong Departure Control 122.0Hong Kong Departure Control 124.05 SecondaryHong Kong Departure Control 123.8Hong Kong Zone Control 120.6

General Information






Runway Information







Airport Information For VHHH




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HONG KONG, PR OF CHINAVHHH/HKGHONG KONG INTL .AIRPORT.BRIEFING.

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1.1. ATISD-ATIS Arrival 128.2D-ATIS Departure 127.05

1.2. NOISE ABATEMENT PROCEDURES1.2.1. NOISE MITIGATING MEASURES

The following procedures are implemented daily to reduce ACFT noise levels,when operating conditions permit. Noise mitigating procedures are not applicableto calibration flights.

1.2.1.1. PREFERENTIAL USE OF RWYS 07L/RAs a noise mitigating measure between 0001-0700LT, RWYs 07L/R will beselected as the RWY direction-in-use when the tailwind component is not greaterthan 5KT.

During this period, RWYs 25L/R may be used if operationally required, e.g.unser-viceability of navigation aids, adverse weather conditions, ACFT perform-ance, traffic situations etc. Pilots can request to use another RWY if they havesafety concerns about using a RWY with a tailwind component.

1.2.2. RUN-UP TESTSEngine run-ups are subject to the following conditions:- An engine ground run is defined as any engine start-up not associated with a

planned ACFT departure.- Engine ground runs at ground idle power of not more than two engines at a

time and for a duration not exceeding ten minutes may be carried out on the

Passenger Apron or Cargo Apron.- Engine runs above ground idle power shall be carried out in the run-up facility

and engine ground runs at idle power for a duration in excess of ten minutesshall only be carried out in approved locations.

- All engine ground runs must be fully supervised by ground staff.- Maintenance or test running of jet engines not mounted on an ACFT is prohib-

ited unless performed in a test cell of adequate design.

Engine Ground Run Procedures

Initial request for a ground engine run should be made to the APT Authority Apron

Control Centre (Tel. No.: 2910 1112). The airline, ACFT maintenance agent engi-neer or mechanic in charge of the engine test is responsible for ensuring that allsafety precautions against injury to persons or damage to properties, ACFT, vehi-cles and equipment in the vicinity are adopted.When ready to conduct the engine run, the pilot or authorized engineer shallobtain start-up clearance from Apron Control on 121.77 and a listening watchshall be maintained on the frequency throughout the engine run. The ACFTanti-collision beacons must be activated for the entire duration of the groundengine run and Apron Control should be advised on its completion. The groundcrew in charge must maintain communication with cockpit personnel and be ableto stop the engine run immediately if directed.

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1. GENERAL1. GENERAL1. GENERAL1. GENERAL

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1.3. LOW VISIBILITY PROCEDURES (LVP)1.3.1. GENERAL

Low Visibility Procedures are established for operations in a visibility of lessthan RVR 550m or a cloudbase of less than 200ft.

Special procedures and safeguards will be applied during CAT II/III operations toprotect ACFT operating in low visibility and to avoid interference to the ILSsignals.Pilots shall be informed when:- Meteorological reports preclude ILS CAT I operations;- Low Visibility Procedures are in operation;- There is any unserviceability in a promulgated facility so that they may amend

their minima.Pilots who wish to carry out an ILS CAT III approach shall inform Approach Con-trol on initial contact. Pilots may carry out a practice ILS CAT II/III approach at

any time, but the full safeguarding procedures will not be applied and pilotsshould anticipate the possibility of ILS signal interference.

1.3.2. ARRIVALAll RWY exit TWYs are available.All RWY exits have TWY centerline lead-off lights that are colour coded(green/yellow) to indicate that portion of the TWY that is within the ILS sensi-tive area. Pilots are to delay the ‘RWY vacated’ call until the ACFT hascompletely vacated the ILS sensitive area and passed the end of the colour codedTWY centerline lights.

1.3.3. DEPARTUREACFT shall normally only enter:- RWY 07L via TWYs A1 or A2;- RWY 07R via TWYs J1, J2 or K1;- RWY 25L via TWYs J10, J11 or K7;- RWY 25R via TWYs A11 or A12.Holding positions on TWYs A1, A2, J1, J2, J10 and J11 are CAT I/II holdingpositions.Separate CAT II holding positions are provided on TWYs K1, K7 and K.Holding positions on TWYs A11 and A12 are CAT I/II/III holding positions.

1.4. USE OF MODE S TRANSPONDER AFTER LANDINGACFT equipped with a ’weight on wheel’ switch must continue to have its trans-ponder operating on "AUTO" or "XPNDR" until fully parked at a stand.

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AIRPORT.BRIEFING

1.5. TAXI PROCEDURESTaxi with extreme CAUTION and MIM engines power only.

1.6. PARKING INFORMATION1.6.1. GENERAL

All parking stands on the passenger apron are equipped with an automated dockingguidance system for the centerline parking position.

1.6.2. FRONTAL PARKING BAYSFrontal parking bays are those bays which are served by airbridges with directaccess to the passenger terminal building. All frontal parking bays can accommodateall current wide-body types of ACFT and have continuous yellow nosewheel guidancelines to indicate the correct parking centerline.

Some frontal parking bays can also accommodate narrow-body types of ACFT at aseparate parking bay location displaced 30 '/9m to the RIGHT of the wide-body

centerline and indicated by a dashed yellow guidance line. The narrow-body parkingbay is referred to by a "R" suffix, e.g. S23R. The following parking bays canaccommodate narrow-body types of ACFT:- South Apron E1R, E2R, E3R, S23R, S25R, S27R, S29R, S31R, S33R, S35R, S41R,

S43R, S45R, S47R and S49R.- North Apron E16R, E17R, N22R, N24R, N26R, N28R, N30R, N32R, N34R, N60R,

N62R, N64R, N66R, N68R and N70R.- West Apron W40R, W42R, W44R, W46R, W48R, W61R, W63R, W65R, W67R,

W69R and W71R.

1.6.3. REMOTE PARKING BAYS

1.6.3.1. NORTH/SOUTH APRONAll remote parking bays on the North and South aprons have continuous yellownosewheel guidance lines.

1.6.3.2. WEST APRONThe remote parking bays on the West apron are configured to accommodate up to5 wide-body type ACFT or up to 7 narrow-body type ACFT, or a combination of wideand narrow-body type ACFT.The wide-body parking locations have continuous yellow nosewheel guidance lines toindicate the correct parking centerline.

The narrow-body parking locations are displaced to the LEFT and the RIGHT of thewide-body centerline and are indicated by dashed yellow nosewheel guidance lines.These narrow-body parking bays are referred to by a "L" or "R" suffix, e.g. W121Lor W123R.

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1.7. OTHER INFORMATION1.7.1. GENERAL

Birds in vicinity of APT.

1.7.2. LOCAL WIND EFFECTS

1.7.2.1. GENERAL WARNINGDue to the proximity of the hilly terrain of Lantau Island to the South and East ofAPT, significant low-level windshear and moderate to severe turbulence can beexpected along the approaches to and departures from both RWYs when winds blowoff these hills, i.e. from East through Southwest at about 15 KT or more. As the hillsto the North are further away, they play a less significant role, but none the less cancreate local wind effects when strong winds blow off these hills , i.e. fromNorthwest through Northeast, at about 20 KT or more.The terrain induced wind disturbances from nearby hills can be very small scale,sporadic and transient in nature. Whilst these wind disturbances may be small inphysical dimension and correspond to only several seconds of flight time, significant

headwind changes (i.e. RWY orientated wind speed losses and/or gains being 15 KTor greater), can be expected as the ACFT flies through them. The sporadic andtransient nature of the terrain-induced wind disturbances results in some ACFTexperiencing windshear and/or turbulence, whilst others do not, even though thebroad meteorological conditions are the same. Successive ACFT which experiencewindshear and/or turbulence may also encounter a different sequence of events.Surface winds at the APT are generally not good indicators of the wind that may beexperienced during the final phase of the approach. Winds at approximately 2000 ftmay be a better representation of the prevailing wind conditions in the region.Generally, mean wind speed should decease towards lower altitudes but isolatedstrong gusts may be expected. Wind direction would also change with altitude due toblocking of the general wind flow by nearby hills or in the presence of low-leveltemperature inversion which occurs mostly in the cool season (about half of the timeor more from November to April). It is possible for the magnitude of windshear andturbulence to increase towards final approach, resulting in deteriorating rather thanimproving conditions prior to touchdown.

1.7.2.2. EASTERLY THROUGH SOUTHWESTERLY WINDSWhen prevailing winds are from the East through Southwest and with a speed inexcess of 15 KT, significant windshear and moderate turbulence can be expected onthe approaches to or on departure from both RWYs. Larger magnitude of windshearand turbulence is possible when the wind speed is in excess of 30 KT. Because of the

closeness to the hills of Lantau, the windshear and turbulence are more significantover the southern RWY (RWY 07R/25L).

Low-level windshear and turbulence are expected to be more significant when thewind is from the direction 130^ - 210^ , especially in the presence of low-leveltemperature inversion or when the wind speed is more than 30 KT.

1.7.2.3. NORTHWESTERLY THROUGH NORTHEASTERLY WINDSSignificant low-level windshear and moderate turbulence can be expected when windspeeds exceed 20 KT, especially for approaches to RWY 25L/R and along thedeparture and missed approach corridors from RWY 07L/R as these approach/

departure corridors are closer to the hills to the North as compared with approachesto RWY 07L/R. Larger magnitude of windshear and turbulence over these approachand departure corridors is possible if the wind speed exceeds 30 KT, especially in thevicinity of "LOTUS".

1.7.2.4. LAND-SEA BREEZELand-sea breeze is not a strong wind phenomena but it can create a complex windfield in the vicinity of the APT and it can cause a significant change in winddirection within a distance of a few kilometers along the approach/departure areas.If the sea breeze opposes the prevailing wind flow it can result in significantwindshear even if fine weather conditions.

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1.7.2.5. LOW-LEVEL JET IN COOL SEASONDuring a surge of the winter monsoon, strong low-level jets of northeasterly windwith speeds up to 50 KT occasionally affect the APT. Under such circumstancessignificant wind shear along the departure corridors of RWY 07L/R can beexpected.

1.7.2.6. LOW-LEVEL WIND EFFECTSPilots should be aware of building-induced turbulence and wind shear effectswhen landing at following conditions:- RWY 07R at strong northwesterly/northerly winds with a background speed of

about 15 KT or more;- RWY 25L at strong northwesterly/northerly winds;- RWY 25R at strong southwesterly/southerly/southeasterly winds.

1.7.3. WIND SHEAR AND TURBULENCE WARNING SYSTEM (WTWS)

1.7.3.1.MICROBURST/WIND SHEAR ALERTS

The Microburst or Wind Shear Alert passed by ATC includes the type of alert (i.e.microburst or wind shear), the magnitude of the RWY-orientated wind speed dif-ference and the location (final approach, departure or RWY area as appropriate).When more than one occurence of wind shear is detected for a particular RWYcorridor, WTWS provides a consolidated Microburst or Wind Shear Alert for thatparticular RWY corridor based on a priority system which takes into considera-tion the severity of the alerts and the confidence level of the different datasources which generate the alerts.E.g., if a microburst with an intensity of minus 30 KT and a wind shear with anintensity of plus 15 KT are detected, only a Microburst Alert will be issued.

Gain and loss events can co-exist within the same RWY corridor, particularly forterrain-induced wind shear. The WTWS is designed to assign a higher priority to aWind Shear Alert of wind loss compared to a Wind Shear Alert of wind gain. Ifthe former is issued, pilots are reminded that they may still encounter wind gainevents.

1.7.3.2. TURBULENCE ALERTSThe Turbulence Alert passed by ATC includes the intensity and type of alert (i.e.moderate or severe turbulence), and the location (final approach, departure orRWY area as appropriate).

1.7.3.3.MICROBURST/WIND SHEAR ALERT COMBINED WITH TURBULENCE ALERTWhen a "Microburst Alert" or a "Wind Shear Alert" is given for a particularRWY and turbulence is also detected for that particular RWY, a "TurbulenceAlert" will be passed by ATC together with the "Microburst Alert" or "WindShear Alert".

1.7.4. LIGHTNING WARNING SYSTEMWhen the system predicts a strong probability of a lightning strike on the APTplatform, APT authority will issue a Red Lightning Warning. When airlines andhandling agents receive a Red Lightning Warning through SITA they should adviseinbound flights of the warning.

If the period of the Red Lightning Warning is forecast to be prolonged, a messagewill be included on the ATIS broadcast advising of delays to parking and/orpush-back.Because ground crew operations are suspended, the wheels will not be chocked.APU should remain in operation. In the event of an inoperative APU, pilot shallkeep one starboard engine running. ACFT unable to comply with this procedureshould notify Ground Movement Control on initial contact.Ground crews will not commence a push-back when a Red Lightning Warning is inforce.

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1.8. LOW LEVEL TCAS ALERTS WITH HONG KONG CONTROL ZONEIFR flights sometimes experience TCAS alerts, these may be caused by trans-ponder-equipped VFR or Special VFR flights operating on low-level routes in thevicinity of APT.Even though separation is provided, ATC will, under such circumstances, issuetraffic information to the ACFT concerned whenever practicable so that pilotswill be aware of the possible TCAS alerts.

1.9. OTHER INFORMATIONPilots should be aware that terrain clearance cannot be guaranteed for the moun-tainous environment if the published procedures are not properly followed. Inaddition, there is possibility of infringing other traffic in the vicinity. Thereforeall SID, STAR and instrument approach procedures must be flown as publishedonce assigned by ATC.Immediately request ATC for navigation guidance and assistance when track

keeping accuracy is in doubt.

2.1. NOISE ABATEMENT PROCEDURES2.1.1 NOISE MITIGATING MEASURES

The following procedures are implemented daily to reduce ACFT noise levels,when operating conditions permit. Noise mitigating procedures are not applicableto calibration flights.

2.1.1.1. CONTINUOUS DESCENT APPROACH (CDA) FOR RWYS 25L/RAs a noise mitigating measure between 2301-0700LT arrivals to RWYs 25L/R mayexpect an ILS/DME approach with a CDA procedure subject to the prevailing traf-fic situation.- ACFT are expected to achieve a continuous descent profile from a distance of

32NM to touchdwon, approximating a 3^ vertical profile from 8000' or higherto intercept the GS at or above 4500'.

- Subject to ATC clearance, low thrust settings and a relatively clean configura-

tion should be maintained to minimize noise.- If radar vectors are given, pilots can expect to intercept the LLZ outside of the

FAF (LOTUS D15 IFL - RWY 25L, RIVER D15 ITFR - RWY 25R). The estimatedtrack miles to touchdown will be passed with descent clearance and furtherdistance information may be given as required.

- The recommended speed for the CDA intermediate approach segment is210-230 KT; this should permit a relatively clean configuration for as long aspracticable. The published speed restrictions for the final approach segmentare applicable for the CDA procedure, 180 KT at FAF and between 150-160 KTat 4NM from touchdown.

- If ACFT cannot comply with the CDA procedures or speed limitations, the pilotshould advise ATC in good time so that alternative arrangements can be made.

2. ARRIVAL2. ARRIVAL2. ARRIVAL2. ARRIVAL

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2.2. CAT II/III OPERATIONSRWYs 07L, 07R and 25L approved for CAT II, RWY 25R for CAT II/III operations,special aircrew and ACFT certification required.

2.3. RWY OPERATIONS2.3.1. RWY UTILISATION

Vacate RWY as quickly as practicable.To facilitate minimum RWY occupancy time, each RWY has multiple rapid exitTWYs. Vacate via the first available rapid exit TWY commensurate with opera-tional conditions, or as instructed.ACFT vacating the RWY should not stop on the exit TWY until the entire ACFT haspassed the RWY holding point.

2.3.2. REDUCED RWY SEPARATION MINIMUMS (RRSM)RRSM may be applied between a departing ACFT and a succeeding landing ACFT or

between two successive landing ACFT on the same RWY provided the followingconditions exist:- visibility of at least 5km;- ceiling in the departure/missed approach area 3000’ or more;- during daylight hours from 30 minutes after local sunrise to 30 minutes before

local sunset;- the second ACFT will be able to see the first ACFT clearly and continuously

until the first is clear of the RWY;- no unfavorable surface wind conditions (including significant tailwind/turbu-

lence or wind shear, etc);

- braking action not adversely affected by water or other contaminants (i.e.RRSM will be suspended whenever the RWY is wet or there is pilot report ofpoor braking action).

When RRSM is applied, the successive landing ACFT may be given clearance toland before the first ACFT has cleared the RWY-in-use after landing or crossedthe RWY end on departure provided there is reasonable assurance that the follow-ing separation distances will exist when the landing ACFT crosses the THR:RWY 07L/25R- Landing following departure:

The departing ACFT is/will be airborne and has passed a point at least 2400m

from THR (ABEAM TWY A8 for RWY 07L or TWY A5 for RWY 25R).- Landing following landing:

The preceding ACFT has landed and has passed a point at least 2400m from THR(ABEAM TWY A8 for RWY 07L or TWY A5 for RWY 25R), is in motion and willvacate the RWY without backtracking.

RWY 07R/25L- Landing following departure:

The departing ACFT is/will be airborne and has passed a point at least 2900mfrom THR (ABEAM TWY K6 for RWY 07R or TWY K2 for RWY 25L).

- Landing following landing:The preceding ACFT has landed and has passed a point at least 2900m from THR(ABEAM TWY K6 for RWY 07R or TWY K2 for RWY 25L), is in motion and willvacate the RWY without backtracking.

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ATC will provide warning to the second ACFT when issuing the landing clearancein line with ICAO standard phraseology, eg:- (Callsign....), preceding B737 landing about to vacate the RWY, surface wind

090 degrees/11 KT, cleared to land.- (Callsign....), departing A320 ahead about to rotate, surface wind

230 degrees/6 KT, cleared to land.Pilots must notify ATC in advance if they anticipate not being able to complywith any of the above requirements.

2.4. OTHER INFORMATION2.4.1. DISTANCE FROM TOUCHDOWN INFO

In the event of airborne DME receiver failure or ground equipment failure, equiv-alent DME ranges will be provided by PRM controller for ILS CAT I approach atFinal Approach Point and Outer Marker fix on frequency 133.7 MHz, as outlined inthe following table:

In the event of airborne DME receiver failure, pilots must advise ATC prior tocommencing the approach.

2.4.2. NOTIFICATION OF ARRIVAL DELAY AND DIVERSION PLANNINGA delay notification message will be included in the Arrival ATIS when thearrival delay is expected to exceed 30 minutes, e.g. "Expect 35 minutes holdingdue to traffic/extensive frontal weather conditions in the terminal area".ATC will supplement this information as required on first contact on radiotele-phony should there be a possibility of further delay, e.g. high rate of unsuccessfulapproaches, forecast weather deteriorations etc. to assist pilots to determine ifthey have sufficient holding fuel to continue or if a diversion is imminent.Unless informed by the pilots, ATC will consider flights that decide to continueinbound to VHHH will have the required holding fuel to absorb the notified delayand will provide further updates to onward clearance times as needed. If furtherdelay develops, pilots will be informed accordingly.In the case of delay caused by extensive inclement weather conditions, operatorsshould take into account that other APTs in the Pearl River Delta region wouldlikely be affected by the same weather system and the possibility of using theseAPTs as alternates could be severely reduced.

2.4.3. ATC CLEARANCE FOR RNAV (RNP) APPROACH

Pilots, who are qualified and wish to fly the RNAV (RNP) approach, shall informHong Kong ATC of their intention on initial radio contact. The execution of therequested RNAV (RNP) approach procedure is subject to ATC concurrence, takinginto account the prevailing traffic situation.For RNAV (RNP) Z RWY 25L, pilots and airline operators shall expect that ATCconcurrence would normally be granted during off-peak period, e.g. midnight orafter, due to the complexities of this particular procedure induced to ATCoperation.

ILS DME approachEquivalent DME range provided by PRM controller

at the following positions:

FAP OM fix

RWY 07L D5.3 IZSL D4.0 IZSL

RWY 07R D5.3 ISR D4.0 ISR

RWY 25L D14.1 IFL D4.0 IFL

RWY 25R D14.1 ITFR D4.0 ITFR

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3.1. START-UP & PUSH-BACK PROCEDURESAll ACFT other than helicopters and locally light ACFT shall obtain an ATC clear-ance prior to engine start. Pilots are to inform HONG KONG Ground/Delivery, asappropriate, of callsign, parking stand number/location, identifier of the latestATIS received unless it has been included in the RCD (request for departure clear-

ance down link) message via datalink, proposed flight level if it is different fromthe filed flight plan and when applicable, special requirements (e.g. request foranother departure RWY or inability to comply with SID climb profile).Additionally, departures for destinations in China routing via BEKOL shall contactHong Kong Delivery 15 minutes before estimated off-block time (EOBT) to obtainadvance notification of any flow control restriction that may affect the flight.

Approved ACFT planning to fly the Radius-to-Fix SID shall make request whenobtaining ATC clearance, using recommended phraseology - "RequestRadius-to-Fix SID". ACFT using PCD shall make such voice request prior to send-ing ‘Request for Departure Clearance Downlink’ (RCD) message.

A two-way Pre-Departure Clearance (PDC) data link service is available toapproved operators from HONG KONG Delivery between 0730-0030LT daily.Pilots should send a RCD to ATC not more than 20 minutes prior to EOBT. If theCLD message is not received within 5 minutes or there is any problem with datalink exchange, pilot shall inform HONG KONG Delivery.Pilots not participating in the PDC service shall contact HONG KONG Deliverybetween 0730-0030LT. All pilots shall contact HONG KONG Ground (South)between 0030-0730LT 5 minutes prior to start to put their ATC clearance onrequest. Upon receipt of the ATC clearance, the pilot shall read back the follow-ing information:

- Callsign, - Destination, - Route, - SID, - SSR code.Pilots shall comply with instructions issued by HONG KONG Delivery regardingwhen to contact the relevant HONG KONG Ground frequency.Once an ATC clearance has been received, unless there is a specific time restric-tion included in the clearance, any delay in being ready to push-back, startengines or taxi may result in the clearance being cancelled.

Pilots shall contact HONG KONG Ground (South) except when notified it is sec-torised, in which case pilots shall contact:- HONG KONG Ground (North) for North and West Aprons.- HONG KONG Ground (South) for South, Cargo and Business Aviation Aprons.

Prior to requesting for push-back or taxi from a parking stand, pilots of ACFTequipped with a "weight-on-wheel" switch must ensure the transponder is oper-ating (on "AUTO" or "XPNDR", and not "STDBY" or "OFF") and the assignedMode A code is selected. ACFT with Mode S transponder capable of reportingACFT Identification should have its identification in the ICAO flight plan formatentered via FMS or Control Panel.

The majority of parking stands have two standard push-back procedures,push-back BLUE and push-back RED. The normal push-back procedure is to the taxi-lane ABEAM the adjacent parking stand, but where this would result in the ACFTentering a critical area, the push-back is extended to a Tug Stop Point clear of the

critical area. Stands E2, E17, N24, N30, N60, N142, N143, S25, S31, S43, S102thru S104, S108, S110 and W65 have a push-back/tow-forward procedure,push-back GREEN.

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Under certain traffic conditions it may be necessary for Hong Kong Ground toissue non-standard push-back instructions to expedite to flow of traffic. Pilotswill be issued a "non-standard push-back" to a defined location and direction.Pilots shall ensure that the push-back colour code or non-standard push-backinstructions issued by HONG KONG Ground are accurately relayed to their ground

crew before push-back or engine start commences.There is a restriction to the starting of engines for ACFT in parking stands S103,S108 and W123. If ACFT in these stands are required to push-back through 180^,only one engine shall be started during the push-back, other engines shall only bestarted when the push-back manoeuvre has been completed.

When known conditions exist which necessitate that engine start-up is carriedout in the parking stand prior to the commencement of push-back, or greater thanidle engine thrust will be required during engine start (e.g. cross-bleed start pro-cedure), the pilot shall advise HONG KONG Ground of the fact when engine startor push-back clearance is requested.

Whilst push-back procedure is being conducted, it is essential for safety reasonsthat communication contact is maintained between pilot and ground engineer incharge. ATC clearance will not normally be issued to ACFT whilst being pushedback, unless the pilot so requests.

To avoid delay to other traffic using the apron, ACFT should be ready to taxi assoon as the push-back manoeuvre and engine start procedure are completed. Thestandard push-back for stands N68 and N70 is into TWY B, therefore to avoiddelays to other traffic it is essential that the ACFT should be ready to taxi assoon as the push-back manoeuvre is complete. If ACFT are unable to comply withthis procedure, pilots shall immediately inform HONG KONG Ground in order thatalternative taxi instructions may be issued to other traffic.

Pilots are reminded that they should always use minimum power when startingengines or manoeuvring within the apron area. It is especially important whencommencing to taxi that break-away thrust is kept to an absolute minimum andthen reduced to idle thrust as soon as practicable.

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3.2. NOISE ABATEMENT PROCEDURES3.2.1. GENERAL

To comply with speed requirements at PORPA (RWY 07R), ROVER (RWY 07L), orPRAWN (RWY 25L/R) it is recommended to use NADP 2 or the manufacturer's rec-

ommended procedure.If unable to comply with SID speed requirements inform ATC prior entering theRWY.

RWY 07L/07R

In order to minimize noise on the ground and to ensure safety of flight operationsall operators are to adopt either NADP 1 or NADP 2 procedures for all take-offs.

3.2.2. NOISE MITIGATING MEASURESThe following procedures are implemented daily to reduce ACFT noise levels,when operating conditions permit. Noise mitigating procedures are not applicableto calibration flights.

3.2.2.1. NOISE MITIGATING SIDS RWYS 07L/RAs a noise mitigating measure between 2301-0700LT, all departures from RWYs07L/R eastbound (e.g. via ELATO), northbound (e.g. via BEKOL) or southeastbound(e.g. via NOMAN) may expect the appropriate ATENA, LOGAN, RASSE or SKATESID routing via RAMEN. These noise mitigating SIDs route over the West LammaChannel and avoid overflight of densely populated areas.

Pilots flying with on-board FMS/RNAV equipment are reminded that the signifi-cant points PORPA and ROVER are 'fly-over' positions. To ensure clearance fromterrain, the initial RIGHT turn to RAMEN must not be commenced until passing

PORPA or ROVER.3.2.2.2. SPECIAL ATC HANDLING PROCEDURES FOR RWYS 25L/R DEPARTURES

As a noise mitigating measure between 2301- 0700LT, departures from RWYs25L/R may expect to remain on the appropriate SID track until passing 9000' oruntil they are south of Lantau Island, before being provided with radar vectors,as appropriate.

3.3. RWY OPERATIONS3.3.1. RWY UTILISATION

When instructed to enter the RWY, pilots should commence the manoeuvre with-

out delay.Pilots should commence take-off roll as soon as take-off clearance is issued byATC.To enable efficient handling of departures, all RWYs have a pair of lead-on TWYsat the beginning of the RWY. For application of wake turbulence longitudinal sep-aration, ATC considers ACFT using these two TWYs as departing from a similarposition.

To provide an expeditious departure sequence, ATC may request a flight to departfrom an intersection TWY with a reduced RWY length. In this case and whenapplicable, the intermediate (intersection) departure wake turbulence longitudi-

nal separation shall be applied.If a pilot is unable to accept the standard spacing, they must inform ATC prior toentering the RWY.

10-1P1020 SEP 13




15/94


+ JEPPESEN

3.4. OTHER INFORMATION3.4.1. GENERAL

Due to the proximity of the FIR boundary to the West, pilots departing RWY 25Lor RWY 25R are advised to maintain a careful cross-check of ACFT position after

passing PRAWN. In the event of any weather avoidance manoeuvre, permissionmust be obtained from ATC prior to making any turn away from the prescribeddeparture track.

3.4.2. DEPARTURE GROUND HOLDING PROCEDUREWhen there is a shortage of vacant stands and a departure is subject to a take-offtime delay in excess of 40 minutes, ACFT will be instructed to vacate parkingstand and taxi to a location on TWY H between TWY G1 and TWY V or TWY N.Once at the holding location and upon ATC advice, pilots may shut down one ormore engines at their discretion and expect engine start clearance approximately10 minutes prior to their allocated take-off time. Up to 15 ACFT can be held on

TWY H and a further 10 ACFT may be held on TWY N.This procedure is not suitable for ACFT that require ground power for engine startor ACFT services. Pilots of such ACFT shall advise Delivery when DepartureGround Holding Procedure is in operation.

It is expected that holding will not be in excess of 1 hour (operators are advisedto plan their fuel strategy accordingly).

Whenever Departure Ground Holding Procedure is implemented, it will be broad-cast on Departure ATIS and Delivery will also broadcast the informationregularly.

10-1P1120 SEP 13


| JEPPESEN, 2013. ALL RIGHTS RESERVED.


16/94

M A N G O

B E K O L

T A M O T S

O K O E

L I M E S

P A P A

S I E R A

R O M E O

G O

O D I

G U A V A

T A M A R

M O N T Y

S I L V A

M U R R Y

C A N T O

4 0 N M

3 0 N M

2 0 N M

1 0 N M

4 0 N M

3 0 N M

2 0 N M

1 0 N M

4 0 N M

3 0 N M

2 0 N M

1 0 N M

5 0 N M

5 0 N M

6 0 N M

6 0 N M

V H ( P ) - 8

L O S T

C O MM S

C O MM S

L O S T

C O MM S

L O S T

L O S T

C O M M S

C O M M S

L O S T

C O M M S

L O S T

LOST COMMS

L O S T C O M M S

G U A

N G Z H

O U

Z G Z U

F I R

3 0 N

M

H O

N G K O

N G

4 5 0 0

3 0 0 0

4 3 0 0

4 1 0 0

1 5 0 0 2 0

0 0

0

1 0

2 0

3 0

4 0

5 0

1 0

Apt Elev

28'

VHHH/HKGHONG KONG INTL

HONG KONG, PR OF CHINA

119.1

Trans alt: 9000'

HONG KONG

Alt Set: hPa

Trans level:

10-1R .RADAR.MINIMUM.ALTITUDES

2

2 - 0 0

2

2 - 3 0

1 1 3 - 3 0

1 1 4 - 0 0

1 1 4 - 3 0

H O

N G K

O N G V

H H K

F I R

FL110 980 hPa or above

FL120 979 hPa or below

1. Chart only to be used for cross-checking of altitudes assignedwhile under radar control. 2. Radar control service can not beprovided to aircraft below the applicable minimum altitude.

3 2 7 8 '

W h e n o n r a d a r v e c t o r o r

f o l l o w i n g S I D

o r S T A R

t r a c k

r e f e r t o E M E R G E N C Y p a g e s .

30 MAY 14

JEPPESEN

Distance reference circles. | JEPPESEN, 2005, 2014. ALL RIGHTS RESERVED.

Approach (R)

D 2 5 M C U

M A C A O

1 1 6 . 4

M C U

V O R

D M

E

M C U

Z U H

V O R

D M E

L I A N S H E N G W E I

N L G

V O R D

M E

N A N L A N G

C H E U N G

C H A U

C H

V O

R

D M E

T D

V O R D M E

T U N G

L U N G

S M T

V O R

D M E

S I U

M O

T O

L K C

V O R

D M E

L U N G

K W U

C H A U

H o n g

K o n g

C O N T O U R

I N T E R V A L S

2 0 0 0

4 0 0 0

3 5 0 0

CHANGES:


17/94

R090^

D35.1

1 6 4 ^

1 4 8 ^ D

4 7 . 9

D 5 2 . 8

D 6 4 . 8

R 1 6 4 ^

T D

D 4 7 . 9

R 1 6 4 ^

T D

R090^D35.1TD

R090^

R090^

D58.1

D58.1TD

TD

R090^

D35.1

TD

D58.1

D178.5


HONG KONG, PR OF CHINA .TERMINAL.TRANSITION.ROUTE.

JEPPESEN

10-2

Apt Elev

28'D-ATIS

128.2Alt Set: hPa

Trans level: Trans alt: 9000'FL110 980 hPa or above


DOTMI

ELATO

CARSO SABNO NOMAN

BETTY

ABBEY

RAMUS

DOVAR

SONNY

HOCKY

CYBER

MAGOG

FISHACHEUNG CHAU

112.3 CHCH

N22 13.2 E114 01.8

D

270^93.327.2

23.0

(CRP for non-jet ACFT)

(CRP for non-jet ACFT)TUNG LUNG116.1 TDTD

N22 14.9 E114 17.6

D

(CH R-089/D49.8)

2 1 8 ^

3 1 . 7

N22 17.8 E115 49.5

N19 00.0 E114 42.6 N18 59.1 E115 50.7

N20 35.8 E114 34.5

N20 00.0 E116 40.3

N22 43.1 E116 10.1

N22 20.0E117 30.0

N22 17.0 E115 20.2

N20 15.7 E115 21.1

2 8 3 ̂

7 6 .2

3 4 1 ^

8 1 . 2

3 8 . 2

1 0 . 0

3 1

7 ^

3 9 . 5


3 5 7 ^

5 5 . 0

1 5 . 0

0 0 2 ^

3 8 .2

MAX 250 KT.

HOLDINGS OVER

Under turbulent conditions, when approved by ATC

280 KT or MACH 0.8, whichever is less.

BAKER DOVAR HOCKY

F L 9 0

D 6 4 . 8 / 7

4 . 8

BETTY

F L 9 0

D 4 7 . 9 / 5

7 . 9

EATON

MAX FL250

MAX FL250

ABBEY

0 6 7 ^

BAKER

MAX 250 KT.


(CRP for non-jetACFT)

N20 51.6E115 07.0

N20 50.8E114 33.2

ATC

Under turbulent conditions, when approved by


N21 07.4 E115 43.0(CH R-152/D69.3)(TD R-164/D64.8)

N21 13.0 E114 39.1

(CH R-127/D114.8)(TD R-132/D104.2)

(CH R-078/D122.5)

(CH R-089/D193.2)

(TD R-077/D107.9)(CH R-089/D100.0)

(CH R-089/D72.8)

(CH R-133/D198.9)(TD R-137/D189.4)

(CH R-154/D218.7)(TD R-158/D213.7)

(CH R-171/D196.2)(TD R-175/D195.6)

(CH R-150/D138.6)(TD R-155/D132.8)

(CH R-145/D101.5)(TD R-153/D94.9)


(CH R-165/D101.7)(TD R-173/D99.9)

(TD R-172/D85.0)(CH R-162/D87.1)

(CH R-143/D91.9)(TD R-152/D85.0)


N22 16.2 E114 55.4

N21 29.2 E114 33.5



280 KT or MACH 0.8,whichever is less.

Under turbulent conditions,

when approved by ATC1


1

4 0 . 4


SUKER N19 40.6 E114 39.2

(CH R-169/D156.0)


(TD R-174/D155.1)

3 0 3 ̂

4 2 .4 B y A

T C

HOLDINGS OVER FISHA

3 6 .6

(CRP for non-jet ACFT)TOFEE N19 18.4 E115 17.6

(CH R-164/D184.7)

(CRP for non-jet

ACFT)

(TD R-160/D188.1)

Descent requirements.

12 DEC 14


N21 01.1E115 03.3

V 5 1 1

V 521

V 5 4 2

V 5 3 1V 5 4 1

V 5

4 1

V 5 3 1

V 521V 511

V 5 4 2

V 5 5 1

V 5

5 1

CHANGES:

TERMINAL TRANSITION ROUTES

UNLESS OTHERWISE INSTRUCTED

NOT TO SCALE

MAX 250 KT BELOW 10000'

DESCENT REQUIREMENTS

V511, V521TO ABBEY

TO BETTY

3 4

4 ^

3 4 1 ^

1 6 1 ^ F

L 9 0

1 0 N M

o u t b o u n d

F L 9 0

1 0 N M

o u t b o u n d

1 7 7 ^

3 5 7 ^

3 4

4 ^

270^

MHA FL90

D35.1/45.1

270^ 270^

FL260

MHA FL90

D58.1/68.1

D58.1/68.1

2 4 7 ^

1 0 N M

o u t b o

u n d F L 9

0

270^

FL260

D35.1/45.1

HONG KONG

RADAR

121.3

V511, V521

128.12

HONG KONG

RADAR

128.75

132.15

HONG KONG

RADAR

125.8

128.75

V551

V531, V541, V542, V551

MA X 2 5 0

K T

V531, V541, V542

Via V-511 or V-521: If holding is

required, each flight will be in-

structed individually and pilots can

expect to cross MAGOG at FL260.

Via V-551: cross CYBER at FL 260.

Via V-531 or V-541: cross SONNY

at FL260.

DO NOT DESCEND WITHOUT ATC

CLEARANCE.

SPEED:


18/94

2 1 0

^

2 2 5 ^

D 3 8

. 5

D 4 8 . 4

D 1 6 3

. 7 2 4 2 ^

D 2 1 0

. 8

2 0 5 ^

D 1 4 1 . 6

D 1 5 1

. 1 2 1

8 ^ 2 1

4 ^

2 1 8 ^

D 5 3 . 7

C H

C H


HONG KONG, PR OF CHINA .TERMINAL.TRANSITION.ROUTE.

JEPPESEN

Apt Elev

28'D-ATIS

128.2Alt Set: hPa

Trans level: Trans alt: 9000'FL110 980 hPa or above


10-2A

SIKOU

IDOSI

CANTO

GAMBA

MAPLE

COMBI

ROCCA(CRP for non-jet ACFT)





CHEUNG CHAU

112.3 CHCH

N22 13.2 E114 01.8

D

TUNG LUNG116.1 TDTD

N22 14.9 E114 17.6

D

N21 39.0 E113 42.4

N21 31.9 E113 34.9

N21 22.4 E113 05.7

N21 19.1 E112 55.6

N20 50.6 E111 30.0

N19 00.0 E112 30.0

N21 29.6 E113 27.7

0 7 3 ^

1 0. 0

2 1. 8

7. 0

1 0 .

0

0 4 7 ^

(CRP for non-jet ACFT) 0

1 2 ^

7 2

. 6

N20 11.8 E112 43.1

(CRP for non-jet ACFT)MYWAY

6 8

. 1

0 7 3 ^

2 5 3 ^

1 0 N M

o u t b o

u nd

F L 9 0 F L

9 0

MAX 250 KT.

HOLDINGS OVER

Under turbulent conditions, when approved by ATC


CANTO COMBI & GAMBA280 KT

MACH 0.8,

F L 9 0

MYWAY

MACH 0.83.

1

0 N

M

o u t

b o u n

d

(CH R-214/D48.1)(TD R-225/D58.4)

8 5. 0

(CH R-231/D81.8)

(TD R-236/D94.4)

(TD R-210/D218.8)

(CH R-228/D72.7)(TD R-234/D84.9)

(TD R-228/D64.7)

Holding at FL340 or below

whichever is less.

Above FL340

or

1 0 N M

o u t b o

u n d

(TD R-244/D177.4)


12 DEC 14

Reissue.

V 5 7 1

V 5

6 1

V 5 6

1

V 5 7 1

CHANGES:

TERMINAL TRANSITION ROUTES


NOT TO SCALE



DO NOT DESCEND WITHOUT ATC

CLEARANCE.

V561, V571

Cross MAPLE at FL260.

0 4 7 ^

2 2 7 ^

0 1 2 ^

1 9 2 ^

TO CANTO

HONG KONG

RADAR

123.7

127.1

SPEED:


19/94

D

R090^R090^

D35.1D35.1

TD TD

D D27.2 D35.1

COMMSLOST COMMSLOST COMMSLOST COMMSLOST COMMSLOST COMMSLOST COMMSLOST COMMSLOST LOST

C O M M S L O S T C O M M S L O S T C O M M S L O S T C O M M S L O S T C O M M S L O S T C O M M S L O S T C O M M S L O S T C O M M S L O S T L O S T

D 2 7. 0

D 4 7 . 9

R 1 6 4 ^

T D

2 5 0 ^

(CH R-157/D3.9)

Speed Limit Point

R090^

Apt Elev

28'



D-ATIS

128.2

Alt Set: hPa

Trans level: Trans alt: 9000'

If required request RADAR assistance to follow correct track.



Under turbulent conditions, when approved by ATC 280 KT or MACH 0.8, whichever is less.

MAX FL250

MAX 250 KT.BETTY

HOLDINGS OVERABBEY


JEPPESEN

SLP

15.17.9

270^

[ABEY3A]

IF TD VOR NOT AVAILABLE

(IAF)LIMES

SOKOE

2 9 7 ̂

4 .2

280 KT

FL130At

12.1

1 4. 0

1 3. 0

Direct distance from LIMES to

14 NMHong Kong Intl

(CH R-247/D15.7)(117.7 NLG R-157/D28.0)

N22 06.4 E113 46.5

EQUIPPED AND APPROVED FOR RNP1 OPERATIONS

.RNAV.STAR.

F L 9 0

D

4 7 . 9 / 5 7 . 9

(CH R-148/D52.8)

N22 04.7 E113 50.6

RNAV (GNSS)

10-2B

approach. Descend as directed by ATC.

then to LIMES, EXPECT ILS approach. Descend as directed by ATC.

To MUSEL, then to TAMAR, then to TD VOR, then to GUAVA, then to SOKOE,

FOR AIRCRAFT APPROPRIATELY

(TD R-164/D47.9)

ABBEY - MUSEL (FL130; K280) - TAMAR - TD VOR - GUAVA - SOKOE - LIMES. EXPECT ILS

Availability.

23 MAY 14

MSACH VOR

GUAVA

NOT TO SCALE

SLP

N22 09.6E114 03.6

CHANGES:

ROUTING

4300' 2 6 0 ^

3000'

0 3 0 ^

1

1 withinHong Kong FIR

ABBEY 3A

If holding over ABBEY is required, each

flight will be instructed individually.

270^ 270^

FL260

MHA FL90

D35.1/45.1

D35.1/45.1

D

N22 14.9 E114 17.6

116.1 TDTD

TUNG LUNG

DCHEUNG CHAU

N22 13.2 E114 01.8

112.3 CHCH


TAMAR N22 15.4E114 30.6

ABBEY (CH R-089/D49.8)

MUSEL

N22 16.2 E114 55.4


From MUSEL to TAMAR, then to TD INT, then to GUAVA, then to SOKOE, then to LIMES.Descend as directed by ATC.

N22 14.9E114 17.6

TD

holding and descend to 4500', then carry out the appropriate ILS approach procedure.

Comply with descent requirement and STAR to maintain FL130 to LIMES, join LIMES

Cross MUSEL at FL130.

3 4 4 ^

BETTY N21 29.2 E114 33.5


DO NOT DESCEND WITHOUT ATCCLEARANCE.

In order to provide traffic managementflexibility during peak periods of arrival or

adverse weather situation in Hong Kong

TMA, traffic may be instructed to hold at

BETTY or other holding as by ATC.

N22 15.9 E114 46.9

RWYS 07L/R RNAV (RNP1) ARRIVAL

NON-RNAV:

NON-RNAV ARRIVALS ARE FOR EXCLUSIVE USE BY AIRLINEOPERATORS WHICH HAVE BEEN GRANTED PRIOR APPROVAL

SPEED:


20/94

D D27.2 D35.1

COMMSLOST COMMSLOST COMMSLOST COMMSLOST COMMSLOST COMMSLOST COMMSLOST COMMSLOST LOST

C O M M S L O S T C O M M S L O S T C O M M S L O S T C O M M S L O S T C O M M S L O S T C O M M S L O S T C O M M S L O S T C O M M S L O S T L O S T

R090^

R090^

D35.1D35.1

TD TD

D 4

7 . 9 R

1 6 4 ^

T D

Speed Limit Point

R090^

Apt Elev

28'



D-ATIS

128.2

Alt Set: hPa

Trans level: Trans alt: 9000'





JEPPESEN

SLP

15.17.9

270^

[ABEY2B]


280 KTFL130At

(IAF)

10-2C

12.1

Under turbulent conditions, when approved by ATC 280 KT or MACH 0.8, whichever is less.

MAX FL250

MAX 250 KT.

HOLDINGS OVERABBEY

21 NMHong Kong Intl

Direct distance from TD to

(CH R-148/D52.8)

BETTY

F L 9 0

D 4 7 . 9 / 5 7 . 9

.RNAV.STAR.

RNAV (GNSS)

EXPECT ILS approach. Descend as directed

by ATC.

directed by ATC.

To MUSEL, then to TAMAR, then to TD VOR, EXPECT ILS approach. Descend as

FOR AIRCRAFT APPROPRIATELYEQUIPPED AND APPROVED FOR RNP1 OPERATIONS

(TD R-164/D47.9)

ABBEY - MUSEL (FL130; K280) - TAMAR - TD VOR.

23 MAY 14

Availability.

MSATD VOR

NOT TO SCALE

TD

SLP

CHANGES:

ROUTING


ABBEY 2B

D

N22 14.9 E114 17.6

116.1 TD

TD

TUNG LUNG

DCHEUNG CHAU

N22 13.2 E114 01.8112.3 CH

CH


TAMAR N22 15.4E114 30.6

ABBEY

(CH R-089/D49.8)

MUSEL

N22 16.2 E114 55.4


1 8 0 ^

4300' 2 6 0 ^

3000'

0 7 5 ^

3300'

1 1

From MUSEL to TAMAR, then to TD INT. Descend as directed by ATC.

270^ 270^

FL260

MHA FL90

D35.1/45.1

D35.1/45.1

and descend to 4500', then carry out the appropriate ILS approach procedure.

Comply with descent requirement and STAR to maintain FL130 to TD, join TD holding

BETTY N21 29.2 E114 33.5

3 4 4 ^

N22 15.9 E114 46.9

N22 14.9 E114 17.6


NON-RNAV:

If holding over ABBEY is required, eachflight will be instructed individually.

Cross MUSEL at FL130.


In order to provide traffic management

flexibility during peak periods of arrival or

adverse weather situation in Hong Kong

TMA, traffic may be instructed to hold at

BETTY or other holding as by ATC.



SPEED:


21/94

C O M M S L O S T C O M M S L O S T C O M M S L O S T C O M M S L O S T L O S T

COMMSLOSTCOMMSLOSTCOMMSLOSTCOMMSLOST LOST

Apt Elev

28'



D-ATIS

128.2

Alt Set: hPa

Trans level:

10-2D

Trans alt: 9000'




JEPPESEN

1

1

MONTY N22 10.1 E114 19.3ALAPI

TAMAR N22 15.4 E114 30.6

N22 15.9 E114 46.9

ABBEY N22 16.2E114 55.4

270^

7.915.1

1 1. 8

6.58.0

270^

2 4 6 ^

N22 09.9E114 12.2


280 KT

FL130At

Direct distance from GUAVA to

Hong Kong Intl 12 NM

.RNAV.STAR.

RNAV (GNSS)

EQUIPPED AND APPROVED FOR RNP1 OPERATIONSFOR AIRCRAFT APPROPRIATELY

[ABEY1G]

Speed Limit Point

BAKER N21 13.0 E114 39.1

M A X 2 5 0 K T 2

HOLDING OVER ABBEY

10 NM

outbound

10 NM

outbound

2

2

2

MUSELSLP

At 5000'

ABBEY - MUSEL (FL130; K280) - TAMAR - MONTY - ALAPI - GUAVA (5000'). EXPECT RNPapproach. Descend as directed by ATC.

(IAF)

23 MAY 14

None.

MSACH VOR

CHANGES:


ROUTING

NOT TO SCALE

withinHong Kong FIR

4300' 2 6 0 ^

3000'

0 3 0 ^


DO NOT DESCEND WITHOUT ATC CLEARENCE.

GUAVAN22 09.6E114 03.6

DCHEUNG CHAU

N22 13.2 E114 01.8

112.3 CHCH



ABBEY 1G

Cross MUSEL at FL130 and GUAVA at 5000'.

If holding over ABBEY is required, each flight will be

instructed individually.

In order to provide traffic management flexibility during

peak periods of arrival or adverse weather situation in

Hong Kong TMA, traffic may be instructed to hold atBAKER or other holding as by ATC.

SLP

3 4 4 ^

F L 9 0

Comply with descent requirements and STAR to

maintain FL130 to GUAVA, join GUAVA holding

and descend to 5000', then carry out the

appropriate RNP approach procedure.

1 0 N M o u t b o u n d

090^

270^

MHA FL90MAX FL250

270^

090^

FL260


when approved by ATC

280 KT or MACH 0.8,whichever is less.

1 6 4 ^

SPEED:


22/94

2 5 0 ^

D 3 9 . 9

R 1 6 4 ^

D 4 7 . 9

R 1 6 4 ^

T

D

COMMSLOSTCOMMSLOSTCOMMSLOST

C O M M S L O S T C O M M S L O S T C O M M S L O S T

C O MM S L O S T

D 4 7 . 9

D 1 4. 0

D 2 7. 0

R 1 6 4 ^

1 5 2 ^ D 6 9 . 3

D 6 4 . 8

SLP

(CH R-145/D45.2)

SOKOE N22 04.7 E113 50.6

Apt Elev

28'



D-ATIS

128.2

Alt Set: hPa

Trans level:

10-2E

Trans alt: 9000'


Speed Limit Point



JEPPESEN


2 9 7 ̂

4 .2

[BETY2A]

(CH R-157/D3.9)

280 KT

FL130At

F L 9 0

D 4 7 . 9 / 5 7 . 9

(CH R-148/D52.8)

1 3. 0

CANTO N21 39.0 E113 42.4(CH R-210/D38.5)(TD R-225/D48.4)

(IAF)

LIMES N22 06.4 E113 46.5

(CH R-247/D15.7)(117.7 NLG R-157/

D28.0)

2

2

BAKER N21 13.0 E114 39.1

OVER BETTYHOLDING

M A X 2 5 0 K T 2

M

A X 2 5 0 K T 2

RNAV (GNSS)

.RNAV.STAR.

To MANGO, then to GUAVA, then to SOKOE, then to LIMES, EXPECT ILS approach.

Descend as directed by ATC.


Direct distance from LIMES to


BETTY - MANGO (FL130; K280) - GUAVA - SOKOE - LIMES. EXPECT ILS approach. Descend as

directed by ATC.

23 MAY 14

| JEPPESEN, 2013, 2014. ALL RIGHTS RESERVED.Availability.

MSACH VOR

MANGO

N21 36.8 E114 30.9

D

N22 14.9 E114 17.6

116.1 TDTD

TUNG LUNG

3 2 4

^

GUAVAN22 09.6E114 03.6

CHANGES:


SLP



BETTY 2A

ROUTING

4300' 2 6 0 ^

3000'

0 3 0 ^

1

From MANGO to GUAVA, then to SOKOE, then to LIMES. Descend as directed by ATC.

3 4 4 ^

BETTY N21 29.2 E114 33.5

3 4 4 ^

8 . 0

appropriate ILS approach procedure.

NOT TO SCALE

4 1 . 0

LIMES, join LIMES holding and

descend to 4500', then carry out the3 4 4 ^

F L 9 0

DCHEUNG CHAU

N22 13.2 E114 01.8

112.3 CHCH


Cross MANGO at FL130.


Comply with descent requirements

and STAR to maintain FL130 to

0 4 7 ^

F L 9 0

2 2 7 ^

1 0 N M

o u t b

o u n d



280 KT or MACH 0.8,

whichever is less.

M A X 2 5

0 K T

D 6 4 . 8 / 7 4 . 8

In order to provide traffic management

flexibility during peak periods of arrival oradverse weather situation in Hong Kong TMA,

traffic may be instructed to hold at BAKER,

CANTO or other holding as by ATC.

If holding over BETTY is required, each



NON-RNAV:


SPEED:


23/94


D D 4 5

. 2

1 4 5 ^

C O M M S L O S T C O M M S L O S T C O M M S L O S T

C O M M S

L O S T

D 4 7 . 9

D 4 7 . 9

R 1 6 4 ^

T D

R 1 6 4 ^

1 5 2 ^ D 6 9 . 3

D 6 4 . 8

Apt Elev

28'



D-ATIS

128.2

Alt Set: hPa

Trans level:

10-2F

Trans alt: 9000'


Speed Limit Point



JEPPESEN


(IAF)

R 1 6 4 ^

[BETY2B]

SLP

280 KTFL130At

To MANGO, then to TD VOR, EXPECT ILS approach. Descend as directed by ATC.

CANTO N21 39.0 E113 42.4(CH R-210/D38.5)(TD R-225/D48.4)

2

F L 9 0

D 4 7 . 9 / 5 7 . 9

OVER BETTYHOLDING

M A X 2 5 0 K T 2

2

(CH R-148/D52.8)

BAKER

N21 13.0 E114 39.1

M A X 2 5 0 K

T 2

RNAV (GNSS)

.RNAV.STAR.


Direct distance from TD to


BETTY - MANGO (FL130; K280) - TD VOR. EXPECT ILS approach. Descend as directed by ATC.

Availability. | JEPPESEN, 2013, 2014. ALL RIGHTS RESERVED.

23 MAY 14

MSATD VOR

CHANGES:

1 8 0 ^

4300' 2 6 0 ^

3000' 0 7 5 ^

3300'

1 1


SLP

MAX 250 KT BELOW 10000' UNLESS OTHERWISE INSTRUCTED

BETTY 2B

ROUTING

From MANGO to TD INT. Descend as directed by ATC.

DCHEUNG CHAU

N22 13.2 E114 01.8

112.3 CH

CH

TD

3 9 . 9

D

N22 14.9 E114 17.6

116.1 TD

TD

TUNG LUNG

N22 14.9E114 17.6

MANGO N21 36.8 E114 30.9

NOT TO SCALE

join TD holding and descend to

ILS approach procedure.

BETTY N21 29.2 E114 33.5

3 4 4 ^

8 . 0

4500', then carry out the appropriate


and STAR to maintain FL130 to TD,

0 4 7 ^ F

L 9 0

2 2 7

^

1 0 N M

o u t b

o u n d

M A X 2 5

0 K T

3 4 4 ^



280 KT or MACH 0.8,

whichever is less.

3 4 4 ^

F L 9 0

D 6 4 .

8 / 7 4 . 8


NON-RNAV:


Cross MANGO at FL130.

In order to provide traffic managementflexibility during peak periods of arrival or

adverse weather situation in Hong Kong TMA,

traffic may be instructed to hold at BAKER,

CANTO or other holding as by ATC.

If holding over BETTY is required, each




SPEED:


24/94

C O M M S L O S T C O M M S L O S T L O S T


C O M M S

C O M M S

L O S T

Apt Elev

28'



D-ATIS

128.2

Alt Set: hPa

Trans level:

10-2G

Trans alt: 9000'




JEPPESEN

1

1

MONTY N22 10.1 E114 19.3

ALAPI

6.58.0

270^

N22 09.9E114 12.2


Direct distance from GUAVA to


.RNAV.STAR.

RNAV (GNSS)


[BETY1G]

Speed Limit Point

BAKER N21 13.0 E114 39.1

280 KT

FL130At

8 . 0

3 4 . 9

2 2

At 5000'

BETTY - MANGO (FL130; K280) - MONTY - ALAPI - GUAVA (5000'). EXPECT RNP approach.Descend as directed by ATC.

(IAF)

2

23 MAY 14

None.

MSACH VOR

CHANGES:


ROUTING

NOT TO SCALE

withinHong Kong FIR

4300' 2 6 0 ^

3000'

0 3 0 ^


DO NOT DESCEND WITHOUT ATC CLEARENCE.

GUAVA

DCHEUNG CHAU

N22 13.2 E114 01.8

112.3 CHCH



BETTY 1G

Cross MANGO at FL130 and GUAVA at 5000'.

If holding over BETTY is required, each flight will be

instructed individually.

In order to provide traffic management flexibility during

peak periods of arrival or adverse weather situation in

Hong Kong TMA, traffic may be instructed to hold at

BAKER or other holding as by ATC.

SLP

N21 29.2 E114 33.5

BETTY

N21 36.8 E114 30.9

3 4 4 ^

F L 9 0

MANGO SLP

N22 09.6 E114 03.6


and STAR to maintain FL130 to

GUAVA, join GUAVA holding

and descend to 5000', then carry

out the appropriate RNP approach

procedure.



280 KT or MACH 0.8,

whichever is less.

1 6 4

^

3 4 4 ^

F L 9 0

1 6 4 ^

1 0 N M

o u t b

o u n d

1 0 N M

o u t b o u n d

SPEED:


25/94

D 3 2 . 2

R 2 2 5

^

C O M M S L O S T C O M M S L O S T C O M M S L O S T C O M M S L O S T L O S T C O M M S L O S T C O M M S L O S T C O M M S L O S T C O M M S L O S T

COMMSLOST COMMSLOST COMMSLOST COMMSLOST LOSTCOMMSLOSTCOMMSLOSTCOMMSLOSTCOMMSLOST

D 4 7 . 9

R 1 6 4 ^

D 3

9 . 7

Apt Elev

28'



D-ATIS

128.2

Alt Set: hPa

Trans level:

10-2H

Trans alt: 9000'


Speed Limit Point



JEPPESEN

[CANT3A]

MURRY N21 45.5 E113 48.7

LIMES N22 06.4 E113 46.5

0 4 5 ^ 8

. 7

7 . 6

1 6 . 9

3 3 7 ^

1 0 N M

o u t b o u n

d F L 9 0

M A X 2 5

0 K T

2

SILVAN21 51.1 E113 54.2(CH R-200/D23.1)

2

(CH R-210/D38.5)(TD R-225/D48.4)

N21 39.0 E113 42.4CANTO

(IAF)

SLP

1

1

(CH R-247/D15.7)(117.7 NLG R-157/D28.0)

COMBI

(CH R-218/D53.7)(TD R-228/D64.7)

1 0 N M

o u t b o u nd

F L 9 0

MA X 2

5 0 K T 2

N21 29.6 E113 27.7

BETTY F L 9 0 D

4 7 . 9 / 5 7 . 9

M

A X 2 5 0 K T 2

N21 29.2 E114 33.5(CH R-148/D52.8)

RNAV (GNSS)

.RNAV.STAR.


(CH R-206/D30.2)

as directed by ATC.To MURRY, then to SILVA, turn LEFT to LIMES, EXPECT ILS approach. Descend

Direct distance from LIMES to:


23 MAY 14 .Eff.29.May.

RNAV STAR renumbered & revised; availability. | JEPPESEN, 2013, 2014. ALL RIGHTS RESERVED.

CANTO (FL130+; K280) - MURRY (FL130 - FL110) - SILVA - LIMES. EXPECT ILS approach.

Descend as directed by ATC.

FL130At or above

280 KT

FL130Between

& FL110

MSACH VOR

CHANGES:

withinHong Kong FIR

SLP

MAX 250 KT BELOW 10000' UNLESS OTHERWISE INSTRUCTED

CANTO 3A4300'

2 6 0 ^

3000'

0 3 0 ^

2 2 7 ^

DCHEUNG CHAU

N22 13.2 E114 01.8112.3 CH

CH

D

N22 14.9 E114 17.6

116.1 TDTD

TUNG LUNG

ROUTING

NOT TO SCALE

Holding is established over CANTO. In the event of

holding, each flight will be instructed individually.

Under turbulent conditions,when approved by ATC280 KT or MACH 0.8,

whichever is less.

0 4 7 ^

holding and descend to 4500', then carry out the appropriate ILS approach procedure.

DESCENT REQUIREMENT

Comply with descent requirement and STAR to maintain FL130 to LIMES, join LIMES

0 7 3 ^

2 5 3 ^

In order to provide traffic management flexibility

during peak periods of arrival or adverse weather

situation in Hong Kong TMA, traffic may be

instructed to hold at BETTY, COMBI or otherholding as by ATC.

3 4 4 ^


NON-RNAV:


DO NOT DESCEND WITHOUT ATC CLEARANCE.

Cross CANTO at or above FL130 and MURRY between

FL130 & FL110.

SPEED:


26/94

D

C O M M S L O S T C O M M S L O S T C O M M S L O S T C O M M S L O S T L O S T C O M M S L O S T C O M M S L O S T C O M M S L O S T C O M M S L O S T

COMMSLOST COMMSLOST COMMSLOST COMMSLOST LOSTCOMMSLOSTCOMMSLOSTCOMMSLOSTCOMMSLOST

R

2 2 5 ^

D 3 9 . 7

D 4 7 . 9

R 1 6 4 ^

MURRY N21 45.5 E113 48.7

MONTY N22 10.1 E114 19.3

0 4 5 ^

0 3 1 ^

8 . 7

2 1

. 3

3 4 4 ^

R 1 6 4 ^

(CH R-103/D16.5)

Apt Elev

28'



D-ATIS

128.2

Alt Set: hPa

Trans level:

10-2J

Trans alt: 9000'


Speed Limit Point



JEPPESEN

[CANT2B]

(IAF)

0 7 4 ^

GOODI N22 04.2 E113 59.8

(CH R-194/D9.2)(TD R-239/D19.7)

CANTO N21 39.0 E113 42.4

(CH R-210/D38.5)(TD R-225/D48.4)

SLP

1 0 N M

o u t b o u n

d F L 9 0

M A X 2

5 0 K T 2


(CH R-206/D30.2)

1 9. 0

5 . 0

At FL150

1 1

1

BETTY F

L 9 0 D

4 7 . 9 / 5 7 . 9

M A X 2 5 0 K T 2

N21 29.2 E114 33.5(CH R-148/D52.8)

COMBI

(CH R-218/D53.7)(TD R-228/D64.7)

1 0

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