AIP for Hong Kong (section AD-2-VHHH) valid from 08 AUG 2024 (2025)

1Regulations for Local Flights in Hong Kong

1.1GENERAL

1.1.1The attention of pilots is drawn to ICAO Annex 2 and the Air Navigation (Hong Kong) Order 1995, Schedule 14, which detail the Rules of the Air applicable to all aircraft operating in Hong Kong, including low flying, the display of lights by aircraft, and general flying rules.

1.1.2Pilots are reminded that it is the direct responsibility of the pilot-in-command of an aircraft to avoid collision with other aircraft when flying under VFR, notwithstanding that the flight is being conducted on an ATC clearance.

1.1.3Flight notification for a local flight shall be submitted to Hong Kong ATC in accordance with the following procedures:

1. IFR Flight - by filing a CAD Flight Plan form DCA6a (see ENR 1.10 paragraph 2.4), or for authorised operators, filing a CAD approved flight notification form at least 60 minutes prior to the estimated off-block time (EOBT);
2. VFR Flight - by filing a CAD VFR Local Flight Notification Form DCA 6b which is downloadable from the CAD website (

   http://www.cad.gov.hk/application/DCA6b.pdf

   ) or a CAD approved flight notification form at least 20 minutes prior to the estimated time of departure (ETD).

1.1.4Aircraft are required to carry communication equipment enabling them to maintain two-way communications with the appropriate ATS unit serving the airspace within which they intend to operate.

1.1.5The pilot of a helicopter departing from any location within the Territory, except for Hong Kong International Airport, shall contact ATC immediately after lift off and inform them of their position and intentions.

1.1.6The pilot of a helicopter landing at any location within the Territory, except for Hong Kong International Airport, shall inform ATC prior to descent to the landing site and state their intentions, including the duration of ground stop-over.

1.1.7The attention of all pilots is drawn to Section ENR 5 of this document, which details airspace restrictions and hazardous areas within the Hong Kong FIR.

1.1.8Prior approval should be obtained from ATC for any deviation from the published procedures due to adverse weather conditions, or operational necessity.

1.1.9ATC may waive such of these procedures as considered necessary under special circumstances, such as search and rescue operations.

1.1.10The pilot of non-Hong Kong registered fixed wing aircraft or helicopter that intends to conduct a local flight in Hong Kong may be required to produce the necessary flight documents as listed in GEN 1.5 para 4 prior to undertaking the flight.

1.1.11The following conditions have also been laid down to govern flights by foreign military helicopters within the Territory:

1. Advance approval for such flights must be obtained from the Director-General of Civil Aviation.
2. The flight plan is to be approved by the ATC Watch Manager at Hong Kong International Airport, who will brief the pilot as necessary. If considered necessary, the pilot will be required to report in person to the ATC Supervisor for a detailed briefing.
3. The area of the flight is to be restricted to that sanctioned by the Director-General of Civil Aviation, and approved by ATC for a particular flight.
4. Under no circumstances are helicopters to take-off without clearance from the duty Aerodrome Controller, whose decision as to whether the flight may take place, will be final.

2Regulations for Local Flights at Hong Kong International Airport (HKIA)

2.1All training, test or demonstration flights at HKIA must have prior approval from the Director-General of Civil Aviation. Note that training flights at HKIA will be approved only in exceptional circumstances.

2.2All non-commercial fixed wing aircraft and helicopter flights at HKIA must have prior approval from the Director-General of Civil Aviation. In addition, helicopter flights also require prior approval from the Airport Authority Hong Kong.

2.3Recreational flights are not normally permitted at HKIA.

2.4Notwithstanding having obtained prior approval, the pilot of any fixed wing aircraft or helicopter intending to operate a local flight at Hong Kong International Airport must contact Aerodrome Control Supervisor (Tel: 2910 6822) for final approval on the day of flight.

2.5HELICOPTER OPERATIONS AT HONG KONG INTERNATIONAL AIRPORT

2.5.1Helicopter operations at Hong Kong International Airport are categorised depending on the nature of the flight as tabulated below:

3Regulations for Local Flights in the Hong Kong Aerodrome Traffic Zone (ATZ) and Control Zone (CTR)

3.1GENERAL

3.1.1Hong Kong Aerodrome Traffic Zone (ATZ) and Control Zone (CTR) airspace are classified as Category C.

3.1.2ATC clearance for local flying will only be given if, in the opinion of Aerodrome Control, or Zone Control as appropriate, such flying will not interrupt or unnecessarily delay the normal operation of public transport aircraft.

3.1.3Recreational and training flights, including practice approaches, landings or departures, by privately owned light aircraft are not normally permitted at Hong Kong International Airport.

3.1.4Before entering the ATZ or CTR, pilots shall inform ATC of their entry route, altitude, subsequent route and destination, or other intentions and obtain an ATC clearance for the proposed flight.

3.1.5Before leaving the ATZ or CTR, pilots shall inform ATC of their exit route and destination, before contacting the next ATS unit, and when Flight Information Service is not available, pilots should notify ATC of their ETA for the re-entry route and on their return adhere to within 15 minutes of that notified time.

3.1.6Flights by fixed wing aircraft within the ATZ are normally restricted to joining the traffic circuit for landing or leaving the traffic circuit to proceed to the CTR or Uncontrolled Airspace Reporting Areas (UCARAs).

3.1.7Flights by fixed wing aircraft and helicopters are restricted on the following CTR routes:

4Weather Minima

4.1VFR flights during daylight hours may be approved:

1. within the Hong Kong ATZ providing the weather observation at Hong Kong International Airport shows a visibility of at least 5 km and a cloud ceiling of not less than 1 500 ft;
2. within the Hong Kong CTR providing the weather conditions on the intended track of the aircraft are a visibility of at least 5 km and a cloud ceiling of not less than 1 500 ft;

5Regulations for Local Flights in the Uncontrolled Airspace Reporting Areas (UCARAs)

5.1GENERAL

5.1.1All pilots intending to operate within UCARAs are required to have satisfactorily completed a border check of the areas with a company approved Training Captain, Qualified Flying Instructor or Assistant Flying Instructor.

5.1.2UCARAs airspace is classified as Category G with an additional requirement of two-way radio communication.

5.1.3Civil aircraft operators who wish to operate in UCARA North Border are required to submit flight notification to Hong Kong Police Headquarters (Command and Control Centre) Duty Officer, Tel 2860 2400, in addition to Hong Kong ATC.

5.1.4Pilots in UCARAs will be requested to squawk discrete SSR codes. If Flight Information Service is not available, then pilots shall squawk code 5200 and continue to make regular blind transmissions on FIS frequency.

5.1.5Use of transponder in UCARAs does not imply ATC service is provided. Pilots shall continue to be responsible for their own navigation and collision avoidance while in flight.

5.2UNLICENSED PILOTS

5.2.1Unlicensed pilots are restricted to flights within UCARAs Port Shelter and those parts of Tolo and New Town, south of ‘line a’. (See Uncontrolled Airspace Reporting Areas (UCARAs) and CTR Zones chart, AD 2-VHHH-CTR-1, for delineation of ‘line a’.)

1ATC Clearance, Engine Start-Up and Push-back Procedures

1.1All aircraft, other than helicopters and locally based light aircraft, shall obtain an ATC clearance prior to engine start. Pilots are to inform Hong Kong Ground/Delivery, as appropriate, of the following:

1. callsign,
2. parking stand number/location,
3. Identifier of the latest ATIS received unless it has been included in the RCD (Request for Departure Clearance Downlink) message via data link,
4. proposed flight level if it is different from the filed flight plan, and
5. when applicable, special requirements (eg request for another departure runway or inability to comply with SID climb profile).

Additionally, departures for destinations in China routeing via BEKOL (A461) shall contact Hong Kong Delivery 15 minutes before estimated off-block time (EOBT) to obtain advance notification of any flow control restriction that may affect the flight.

Radius-to-Fix SID procedures (ATENA2X/1Z,PECAN2X/1Z,RASSE2X/1Z, SKATE2X/1Zor VENGO2X/1Z) are issued as the default procedures to all aircraft departing during noise mitigating period (between 1500 and 2300 UTC) from RWY 07L/07R.

For aircraft that are unable to fly the Radius-to-Fix SID procedures, pilots shall make voice request to Hong Kong Delivery to obtain the corresponding non-Radius-to-Fix SID procedures. For aircraft using 2-way Pre-Departure Clearance (PDC) data-link service, pilots shall make such voice request prior to sending ‘Request for Departure Clearance Downlink’ (RCD) message.

1.2A 2-way Pre-Departure Clearance (PDC) data-link service is available to approved operators. Pilots should send a ‘Request for DepartureClearance Downlink’(RCD) message to ATC not more than 20 minutes prior to EOBT. Ifa ‘DepartureClearance Uplink’(CLD)message is not received within 5 minutes or there is any problem with data link exchanges, the pilot shall inform Hong Kong Delivery on frequency 122.15 MHZ.

1.3Pilots not participating in the PDC service shall contact Hong Kong Delivery on frequency 122.15 MHZ, 5 minutes prior to start to put their ATC clearance on request. Upon receipt of the ATC clearance the pilot shall read back the following information:

1. aircraft callsign,
2. destination,
3. route,
4. SID and
5. transponder code.

1.4Pilots shall comply with instructions issued by Hong Kong Delivery regarding when to contact the relevant Hong Kong Ground frequency.

1.5Once an ATC clearance has been received, unless there is a specific time restriction included in the clearance, any delay in being ready to push-back, start engines or taxi may result in the clearance being cancelled.

1.6Pilots shall contact Hong Kong Ground on frequency 122.55 MHZ except when notified it is sectorised in which case pilots shall contact:

1. Hong Kong Ground (North) for North and West Aprons on frequency 121.6 MHZ;
2. Hong Kong Ground (South) for South, Cargo and Business Aviation Aprons on frequency 122.55 MHZ.

1.7Aircraft should not commence start-up, push-back, or any other manoeuvre on the apron, unless they have obtained approval from Hong Kong Ground.

1.8Prior to requesting for push back or taxi from a parking stand, pilots of aircraft equipped with a ‘weight-on-wheel’ switch must ensure the transponder is operating (on ‘AUTO’ or ‘XPNDR’, and not ‘STDBY’ or ‘OFF’) and the assigned Mode A code is selected. Aircraft with Mode S transponder capable of reporting Aircraft Identification should have its identification in the ICAO flight plan format entered via FMS or Control Panel.

1.9The 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 aircraft entering a critical area the push-back is extended to a Tug Stop Point clear of the critical area. A limited number of parking stands have a Push-back/Tow-forward procedure, Push-back GREEN. (The push-back procedures for each parking stand are shown on AD 2-VHHH-PBP-1to AD 2-VHHH-PBP-3 for passenger aprons, AD 2-VHHH-PBP-4 for the cargo apron and AD 2-VHHH-PBP-5 for the maintenance and west cargo apron.)

1.10Under certain traffic conditions it may be necessary for Hong Kong Ground to issue non-standard push-back instructions to expedite the flow of traffic. Pilots will be issued a ‘non-standard push-back’ to a defined location and direction.

1.11Pilots shall ensure that the push-back colour code or non-standard push-back instructions issued by Hong Kong Ground are accurately relayed to their ground crew before push-back or engine start commences.

1.12There is a restriction to the starting of engines for aircraft in parking stands S103, S108 and W123. If aircraft in these stands are required to push-back through 180°, only one engine shall be started during the push-back, other engines shall only be started when the push-back manoeuvre has been completed.

1.13When known conditions exist which necessitate that engine start-up is carried out in the parking stand prior to the commencement of push-back, or greater than idle engine thrust will be required during engine start, (e.g. cross-bleed start procedure), the pilot shall advise Hong Kong Ground of the fact when engine start or push-back clearance is requested.

1.14Whilst push-back procedure is being conducted it is essential for safety reasons that communication contact is maintained between pilot and ground engineer in charge. ATC clearance will not normally be issued to aircraft whilst being pushed back, unless the pilot so requests.

1.15To avoid delay to other traffic using the apron aircraft should be ready to taxi as soon as the push-back manoeuvre and engine start procedure are completed. The standard push-back for stands N68 and N70 is onto TWY B. Therefore to avoid delays to other traffic it is essential that the aircraft should be ready to taxi as soon as the push-back manoeuvre is complete. If aircraft are unable to comply with these procedures pilots shall immediately inform Hong Kong Ground in order that alternative taxi instructions may be issued to other traffic.

1.16Pilots are reminded that they should always use minimum power when starting engines or manoeuvring within the apron area. It is especially important when commencing to taxi that break-away thrust is kept to an absolute minimum and then reduced to idle thrust as soon as practicable.

2Standard Instrument Departures (SIDs)

2.1GENERAL

2.1.1Due to the proximity of the FIR boundary to the west, pilots departing RWY 25L or RWY 25Rare advised to maintain a careful cross-check of aircraft position after passingPRAWN, VEPIK or POVEG. In the event of any weather avoidance manoeuvre, permission must be obtained from ATC prior to making any turn away from the prescribed departure track.

2.2RNP 1 REQUIREMENT

2.2.1RNP 1 SIDs have been implemented in Hong Kong TMA. (See SID charts under AD 2.24 for details of the SID procedures). All aircraft departing HKIA, other than those specified in GEN 1.5 para 3.5.3.4 shall be equipped with appropriate systems and approved by the relevant State of Registry in accordance with ICAO RNP 1 standard. Carriage of a certified GNSS receiver is mandatory.

2.2.2See GEN 1.5 para 3.5.3 for details of RNP 1 requirement and the Exemption Policy.

2.2.3Contingency Procedures.

2.2.3.1The Contingency Procedures are only available for flights exempted from RNP 1 requirement as specified in GEN 1.5 para 3.5.3.5.

2.2.3.2Failure of RNP 1 capability before departure at HKIA. In case of failure or degradation of the RNP 1 system which is detected before departure at HKIA and it is not practicable to effect a repair, the aircraft concerned should be permitted to depart. For this purpose, the flight would be exempted under the category “Maintenance or delivery flights” (See GEN 1.5 para 3.5.3.5).

2.2.3.3Failure of RNP 1 capability whilst airborne. In the event that PBN performance ceases to comply with the requirements for RNP 1, pilots must notify ATC with the phraseology “UNABLE RNP 1 [DUE TO (reason)]” as soon as possible. Dependent upon the nature of the reported system failure or degradation, continued operation with the current ATC clearance may be possible in many circumstances. When this cannot be achieved, ATC assistance would be provided as necessary.

2.2.3.4RAMEN2A,RAMEN1E,RUMSY2BandRUMSY1FSIDsarecontingencyproceduresforRWY07R,RWY07L,RWY25LandRWY25Rrespectively. It is important that pilots OVERFLY the significant points as tabulated below. ATC assistance may also be provided when necessary.

2.2.3.5Hong Kong SID Contingency Procedures for aircraft with exemption from RNP 1requirement:

2.3TERRAIN CLEARANCE

2.3.1To maintain terrain clearance on the appropriate SID the following procedures must be adhered to, except for the radius-to-fix SID or when directed by ATC.

2.4DEPARTURE SPEED REQUIREMENT

2.4.1To comply with the speed requirement, crossing PORPA,ROVER,PRAWNorVEPIK/POVEGat205 KIAS or greater, it is recommended that the Noise Abatement Departure Procedure 2 (NADP 2) (see VHHH AD 2.21 for details) or the manufacturer’s recommended procedure be used.

2.4.2Pilots shall inform ATC prior to entering the runway if they will not be able to comply with the departure speed requirement due to aircraft performance limitations or other factors for safety consideration.

2.5CLIMB REQUIREMENT

2.5.1To ensure separation of SID routes from STAR routes, aircraft on LAKES B/F or OCEAN B/F SIDs must cross TROUT at or above FL140. Pilots unable to comply with this requirement must inform ATC as soon as possible so that alternative action can be taken.

2.5.2To avoid confliction with traffic in the Guangzhou FIR, aircraft on BEKOL SIDs must cross BEKOL at 4 800 m or above. Track distance from take-off to BEKOL is approximately 48 NM. Pilots unable to comply with this requirement must inform Hong Kong ATC prior to departure.

2.6LOSS OF COMMUNICATION

2.6.1In the event of a loss of communication aircraft shall comply with the last acknowledged clearance up to the next reporting point/waypoint in the SID/Transition procedure listed in para 5.2, then climb to the flight planned cruising level and follow the SID/Transition track to the TMA exit point.

3Terminal Transition Routes

3.1Within the Hong Kong TMA a number of Terminal Transition Routes are established. Operators departing from Hong Kong International Airport shall flight plan via the relevant Terminal Transition Route until exiting the Hong Kong TMA to join the appropriate ATS route. (See ENR 3.1 para.(2) and Area Chart - Departure Routes under AD 2.24)

4SID Navigation Aids

5SID Locations

5.1SID FLYOVER WAYPOINTS (Note: PORPA and ROVER are flyby waypoints in the following radius-to-fix SIDs - ATENA2X/1Z,PECAN2X/1Z,RASSE2X/1Z, SKATE2X/1Zand VENGO2X/1Z.)

5.2SID REPORTING POINTS /FLYBY WAYPOINTS

6Hong Kong International Airport SIDs

6.1RUNWAY 07 SIDS

6.2RUNWAY 07 NOISE MITIGATING SIDS

6.3RUNWAY 25 SIDS

7Standard Instrument Arrivals (STARs)

7.1RNP 1 REQUIREMENT

7.1.1RNP 1 STARs have been implemented in Hong Kong TMA. (See STAR charts under AD 2.24 for details of the STAR procedures). All aircraft arriving HKIA, other than those specified in GEN 1.5 para 3.5.3.5, shall be equipped with appropriate systems and approved by the relevant State of Registry in accordance with ICAO RNP 1 standard. Carriage of a certified GNSS receiver is mandatory.

7.1.2See GEN 1.5 para 3.5.3 for details of RNP 1 requirement and the Exemption Policy.

7.1.3Contingency Procedures.

7.1.3.1The Contingency Procedures are only available for flights exempted from RNP 1 requirement as specified in GEN 1.5 para 3.5.3.5.

7.1.3.2Failure of RNP 1 capability whilst airborne. In the event that PBN performance ceases to comply with the requirements for RNP 1, pilots must notify ATC with the phraseology “UNABLE RNP 1 [DUE TO (reason)]” as soon as possible. Dependent upon the nature of the reported system failure of degradation, continued operation with the current ATC clearance may be possible in many circumstances. When this cannot be achieved, ATC assistance would be provided as necessary.

7.1.3.3All contingency procedures are direct overlays of the tracks of the RNP 1 procedure with the same STAR designator. Pilots conducting the contingency procedures shall refer to and observe all other instructions and requirements (i.e. level and speed restrictions, terrain clearance, etc.) specified in the corresponding RNP 1 procedure charts. ATC assistance may also be provided when necessary.

7.1.3.4Hong Kong STAR Contingency Procedures for aircraft with exemption from RNP 1 requirement:

7.2LOSS OF COMMUNICATION

7.2.1In the event of a loss of communication:

1. if a STAR clearance has been issued and acknowledged, aircraft shall comply with the descent planning profile and the STAR track to TD/LIMES as appropriate, join the relevant holding pattern and descend to 4 500 ft, then carry out the ILS approach;
2. if a STAR clearance has not been issued or acknowledged, aircraft shall proceed in accordance with the STAR procedure appropriate for the ATS route and landing direction, (arrivals from SIERA should proceed in accordance with SIERA n A or SIERA n B STAR as appropriate), at TD/LIMES as appropriate, join the relevant holding pattern and descend to 4 500 ft, then carry out the ILS approach.

7.3UNSERVICEABILITY OF AIRCRAFT EQUIPMENT OR GROUND EQUIPMENT

7.3.1Pilots shall inform ATC if they are unable to comply with the STAR procedure due to unserviceability of aircraft equipment or ground equipment and request radar assistance.

7.4STAR COMMENCEMENT AND TERMINATION POINTS

7.4.1Except for SIERA STARs, Hong Kong STARs commence from ABBEY, BETTY or CANTO and terminate at the Initial Approach Fix (IAF) (e.g. TD DVOR (RWY 25) or LIMES (RWY 07) as appropriate).

7.4.2While the SIERA STARs commence directly from the TMA boundary point SIERA, other STARs are connected to the TMA boundary points by Terminal Transition Routes (TTR). (See ENR 3.1 para. (2) and Area Chart - Arrival Routes and Terminal Holding Patterns under AD2.24)

8STAR Navigational Aids

9STAR Significant Points

* STAR commencement point
# IAF

10Instrument Landing System (ILS) - General

10.1RWY 25R ILS is equipped for CAT I landings. RWY 07R andRWY 25LILS are equipped for CAT II landings.RWY07LILSisequipped for CAT III landings. Operators must obtain approval prior to conducting CAT II/III operations, (see AD 1.1 paragraph 7).PilotswishingtomakeanILSCATII/IIIapproachshall notify Approach Control on initial contact.

10.2The standard instrument approach at Hong Kong International Airport is the ILS approach procedure.

10.3No marker beacons are provided. DME equivalents for Outer Marker Fix (OMF) and Middle Marker Fix (MMF) with glidepath reference altitudes are established.

10.4Due to the proximity of the FIR boundary to the west, pilots carrying out RWY 07Lor RWY 07RILS approach are advised to maintain a careful cross-check of aircraft position after passing the initial approach fixLIMESby the use of appropriate navigational aids to ensure the aircraft remains on the prescribed track. In the event of any weather avoidance manoeuvre, permission must be obtained from ATC prior to making any turn away from the prescribed track.

10.5The ILS approach procedures include specific speed restrictions. These speed restrictions are applicable to aircraft that are vectored to join the initial or intermediate approach as well as aircraft commencing the approach from the initial approach fix, (RWY 07L/07R IAF LIMES, RWY 25L/25R IAF TD DVOR). Pilots unable to comply with these speed restrictions shall informApproachControlonfirstcontactso thatadditionalinter-arrivalspacing can be provided. Pilots shall also advise Approach Control on first contact if the planned final approach speed is below 125 KIAS. The final approach speed is defined as the Reference Landing Speed (Vref) plus corrections.

10.6Pilots are warned that during ILS CAT I operations RWY 07R and RWY 25L GP signals may be liable to interference from aircraft taxiing in the vicinity of the GP aerial. Pilots should therefore closely monitor their ILS approach profile and rate of descent.

10.7Due to terrain and obstacles some of the ILS LOC and GP signals at Hong Kong International Airport do not have the standard ICAO protected areas. Pilots shall refer to flight procedure charts for service volume restrictions of LOC and GP. Using ILS signals outside of the coverage areas stated on flight procedure charts may lead to false capture or reverse sense indications.

10.8If ground based navigational aids are not available, ATC will provide an alternative clearance or give radar assistance.

11RWY 07LILS and LOC Approach

11.1Requests to proceed direct from a point within the TMA to LIMES for an ILS approach RWY 07L may be approved subject to traffic.

12RWY 07LRNP Approach

13RWY 07R ILS and LOC Approach

13.1Requests to proceed direct from a point within the TMA to LIMES for an ILS approach RWY 07R may be approved subject to traffic.

13.2Pilots are warned that RWY 07R GP signals may be liable to interference from aircraft taxiing in the vicinity of the GP aerial. Pilots should therefore closely monitor their ILS approach profile and rate of descent.

14RWY 25L ILS and LOC Approach

14.1Requests to proceed direct from a point within the TMA to MIRRS for an ILS approach RWY 25L may be approved subject to traffic.

14.2Pilots are warned that RWY 25L GP signals may be liable to interference from aircraft taxiing in the vicinity of the GP aerial. Pilots should therefore closely monitor their ILS approach profile and rate of descent.

15RWY 25R ILS Approach

15.1RWY 25RILS approach consists of RNAV initial approach transition and ILS final approach transition. The ILS approach should be conductedviatheRNAVtransitiononly.

15.2When flying an RNAV transition to RWY 25R ILS final approach, pilots are strongly cautioned to adhere to all published altitude restrictions. To safely overfly the critical terrain along the flight path, engagement of the ILS modes (i.e. LOC and Glideslope) before crossing waypoint TOPUN is not permitted for compliance with obstacle clearance requirements. Pilots planning to conduct the ILS approach for RWY 25R shall familiarize themselves with the operating requirements as prescribed in the updated AIC of “Operation Requirements for RWY 25R ILS Approach of Hong Kong International Airport”.

16.2See AD 2-VHHH-IAC-06C for procedure details.

17RNP AR APCH

17.1RNP AR APCH RWY 07 via north of HKIA

17.1.1RNP Y RWY 07R(AR)is available to provide alternative approach path for arriving aircraft to approach from the north of HKIA on a left hand circuit (North Circuit).

17.1.2The procedure is provided to cater for circumstances when weather precludes the conduct of approach from the south. Therefore, requests for thisprocedureinothersituationswouldnotnormallybeentertained.

17.1.3Should the weather situation mentioned in para. 17.1.2 arise, pilots of authorized airline operators, who are qualified and wish to fly the RNP AR APCH procedure, shall make a request to Hong Kong Air Traffic control (ATC) unit. Subject to prevailing traffic situation, ATC may consider granting the approval of such request.

17.1.4Special Authorization from Hong Kong CAD is required to conduct RNP AR APCH in Hong Kong.

17.2RNP AR APCH Operational Approval

17.2.1Refer to therelevant AIC regarding application to conduct RNP AR APCH procedures at HKIA by foreign aircraft operators.

17.3Speed Control

17.3.1Pilots unable to comply with the speed restrictions specified in RNP AR APCH procedures shall inform Approach Control on first contact so that additional inter-arrival spacing can be provided. Pilots shall also advise Approach Control on first contact if the planned final approach speed is below 125 KIAS. The final approach speed is defined as the Reference Landing Speed (Vref) plus corrections.

18RWY 25R RNP Z Approach

19Procedures for Local Flights in Hong Kong Aerodrome Traffic Zone (ATZ) and Control Zone (CTR) Zones

19.1GENERAL

19.1.1Local flights operating in the Aerodrome Traffic Zone (ATZ) are under the control of Hong Kong Aerodrome Control. During parallel runway operations the ATZ is split into two sectors – ATZ North and ATZ South sectors. The Dividing line is along the centrelineofthecentrerunway.ATZ Northandthenorthrunway(RWY 07L/25R)is under the control of AMC North, operating on frequency118.7MHZ, call sign ‘Hong Kong Tower’; ATZ South and the south runway (RWY 07R/25L) is under the control of AMC South, operating on frequency 118.4MHZ, call sign ‘Hong Kong Tower’.

19.1.2Non-IFR flights within the CTR Zones (see chart page AD 2-VHHH-CTR-1), are under the control of Hong Kong Zone Control operating on frequency 120.6 MHZprimary and 122.075MHZ secondary, call sign ‘Hong Kong Zone’.

19.1.3Flights within the CTR above 2 000 ft AMSL are under the control of Hong Kong Approach Control on frequency 119.1 MHZ or Departure Control on frequency 123.8 MHZ.

19.1.4To enhance flight safety, it is recommended that all local operators display landing lights whilst entering, leaving or operating within the ATZ or CTR Zones.

19.2VERTICAL LIMITS AND ALTITUDE RESTRICTIONS

19.2.1The vertical limits are:

1. ATZ surface up to 2 000 ft AAL;
2. CTR Zones surface up to 2 000 ft AMSL (subject to paras. 19.2.2 and 19.2.3 below).

19.2.2In the following CTR Zones ATC will apply an altitude restriction dependent on the runway in use at Hong Kong International Airport:

19.2.3In addition, flights requesting to operate in Ma Wan Zone, Tuen Mun Zone north of Line B above 1 000 ft AMSL and Lantau Zone above 2 000 ft AMSL, including operations at landing sites above these levels, are subject to specific approval from Hong Kong Zone. The altitude restrictions and clearance limits will be instructed by ATC.

19.3ATZ AND CTR ZONES ENTRY AND EXIT ROUTES

19.3.1Subject to ATC approval, pilots shall normally comply with the following standard exit and entry routes and altitudes within the ATZ and CTR Zones (see chart page AD 2-VHHH-CTR-2):

1. Pilots should note traffic information on non-IFR helicopters operating between Macao and Hong Kong routeing south of Lantau Island.
2. Operators should limit their requests for use of these routes to essential operations only due to the close proximity of the Hong Kong International Airport approach/departure routes. The use of this route will be subject to ATC clearance.
3. Silvermine is the primary route for helicopters to transit between ATZ, Ma Wan Zone and Lantau Zone.
4. Helicopters with underslung load are not permitted.
5. Traffic at 1 000 ft AMSL is not separated from RWY 25 arrivals or RWY 07 departures. Aircraft from Island Zone awaiting ATC clearance to transit the Toll Plaza route may hold to the west of Tsing Yi Island not above 500 ft AMSL, remaining clear of VHR12.
6. Radio coverage on the western coast of Lantau may be intermittent, pilots should note relevant traffic information prior to entering the West Lantau Corridor.
7. Traffic using this route is not separated from RWY 25R arrivals or RWY 07L departures. The use of this route is subject to specific approval from Hong Kong Zone.

20Helicopter Departure and Arrival Procedures

20.1DEPARTURE FROM GFS/BAC TO PAK MONG OR SILVERMINE

20.1.1Kilo East DepartureSubject to ATC approval and when traffic permits, lift off from TWY K in an easterly direction, then turn south between TXLQ3and the Fire Station to follow the airport coastline until abeam the western roundabout on Chun Wan Road (see chart AD 2-VHHH-VFR-3, Route A).

20.1.2For departure in other directions Turn south as soon as practicable after lift off and track along the airport coastline until abeam the western roundabout on Chun Wan Road.

20.1.3From abeam the western roundabout, helicopters should keep 1 000 m south of the runway extended centreline, may track direct to Silvermine or Pak Mong at not above 1 500 ft AMSL (see chart AD 2-VHHH-VFR-3, Route B).

20.1.4During Special VFR operations pilots are required to report passing AFFC (radio c/s ‘Freight Centre’) to Hong Kong Tower when departing from the airport.

20.1.5Helicopters departing from sites at the airport that require to cross the south runway, e.g. HAECO maintenance area, shall initially route as directed by ATC.

20.2ARRIVALS FROM PAK MONG OR SILVERMINE TO GFS/BAC

20.2.1Follow the reciprocal of paras. 20.1.3 above to AFFC at not above 1 500 ft AMSL. From AFFC follow ATC instructions to commence an approach. ATC approval must be obtained before overflying or landing on TWY K.

20.2.2Helicopters operating to sites on the airport that require to cross the south runway, e.g. Temporary Parking Apron, shall initially comply with para 20.2.1 above then the final approach route will be as directed by ATC.

20.2.3If holding is required, follow ATC instructions and comply with para 20.4 below.

20.3HELICOPTER LANDING LOCATIONS

20.3.1Two locations on the airport are designated as landing/lift off locations for visiting helicopters. The locations are on taxiways and helicopter ground markings are NOT provided (see chart AD 2-VHHH-HLL).

20.3.2JUNCTION OF TWY H AND TWY H2

20.3.2.1For use by helicopters parking at Maintenance Apron. The final approach and initial departure tracks are over TWY H in the direction of the runway-in-use. Hover taxi to or from the parking apron as directed by ATC.

20.3.3JUNCTION OF TWY K AND TXLQ3

20.3.3.1For use by helicopters parking at the Business Aviation Centre (BAC) Apron. The final approach and initial departure tracks are over TWY K in the direction of the runway-in-use. Hover taxi via TXLQ3to or from the BAC Apron.

20.3.4Direct approaches to the parking location are NOT permitted. Helicopters shall NOT overfly parked or taxiing aircraft and airport buildings when making an approach or departure at the airport.

20.3.5Helicopters are not permitted to land or lift off when there is movement on RWY 07R/25L. Notwithstanding, helicopter arrivals and departures may still be subject to wake turbulence from aircraft operations on RWY 07R/25L, particularly during certain cross-wind conditions. Pilots should plan or adjust their flight path to minimise the possible effects of wake turbulence.

20.3.6During landing and lift off pilots shall maintain a good lookout for vehicles operating on the taxiways.

20.4HELICOPTER HOLDING PROCEDURES

20.4.1The following holding procedures shall be used by helicopters awaiting clearance for landing at the airport.

21Helicopter Runway Crossing Procedures

21.1ROUTES

21.1.1Helicopters shall cross the runways via one of the two Runway Crossing Corridors - Runway 25 Crossing Corridor at the eastern boundary of the airport and Runway 07 Crossing Corridor at the western boundary of the airport (see chart AD 2-VHHH-VFR-2). Helicopters are not normally permitted to cross over the airport. During parallel runway operations helicopters are not permitted to hold between the runways.

21.1.2Runway 25 Crossing Corridor is a direct track between Holding Point ECHO and Abeam Cathay City, passing over RWY 25L/25Rapproach lights and east of Sky City.

21.1.3Runway 07 Crossing Corridor is a corridor between Holding Point WHISKEY and Sha Lo Wan, passing over RWY 07Lapproach lights, west of HAECO hangar and immediately west of RWY 07R threshold. Helicopters overflying the airport should use the eastern part of the corridor and helicopters approaching or departing the airport should use the western part of the corridor.

21.1.4The recommended altitude for the Runway Crossing Corridors is 800 ft - 1 000ftAMSL for wake turbulence avoidance. Runway 07 Crossing Corridor is wide enough to permit helicopters approaching or departing the airport to manoeuvre and cross above the glidepath profile of landing traffic.

21.1.5ATC will normally issue a conditional crossing clearance with specific instructions to cross behind landing traffic. Pilots should be aware that the spacing between arrivals varies subject to wake turbulence separation minima. Once the relevant traffic has been visually identified, pilots should adjust their speed and track to ensure the crossing is completed with the minimum of delay after the landing aircraft has passed. Holding between the two runways is not permitted.

21.1.6Because of the extra distance involved when crossing the north runway from the southern holding points, or crossing the south runway from the northern holding points, once a pilot has received a conditional crossing clearance and the relevant landing traffic has been positively identified, the helicopter may depart the holding point and position to cross behind the landing aircraft, but under no circumstances shall it proceed beyond the centreline of the airport until the landing aircraft has passed the applicable Crossing Corridor. (The centreline of the airport is taken as the centreline of the centre runway.)

21.1.7Pilots unable to comply with these procedures, e.g. when operating with underslung loads, should provide adequate prior notification to ATC to facilitate alternative plans.

21.2HELICOPTER HOLDING PROCEDURES FOR RUNWAY CROSSING

21.2.1The following holding procedures shall be used by helicopters awaiting a runway crossing:

21.2.2Helicopter holding patterns are right hand orbits with a speed restriction of not more than 70 KIAS.

21.2.3Helicopters operating SVFR may be subject to extensive delay in waiting to cross the runways. Therefore runway crossings should be limited to flights of an urgent nature only. Other flights should consider re-routeing and crossing the extended runway centre-line via Yam O - Brothers Point route. (When planning a SVFR flight operators should make allowances for possible holding delays and the alternative routeing.)

22Rejoining Procedures for Fixed Wing Aircraft

22.1Three visual holding areas are established over prominent geographical features in the CTR to assist in the sequencing of VFR flights with other traffic. The holding areas are:

23Procedures for Local Flights in Uncontrolled Airspace Reporting Areas (UCARAs)

23.1GENERAL

23.1.1Special areas have been defined to permit aircraft operations to take place under VFR. The associated procedures have been developed to allow such flying to take place without interference to aircraft operating in accordance with IFR and/or in the Hong Kong Aerodrome Traffic Zone and Control Zone. The six areas are designated as Uncontrolled Airspace Reporting Areas (UCARAs): Mirs Bay, North Border, New Town, Ninepins, Port Shelter and Tolo.

23.1.2UCARA airspace is classified as Category G with an additional requirement for two-way radio communication.

23.2LATERAL LIMITS

23.2.1The lateral boundaries of the UCARAs are indicated on AD 2-VHHH-CTR-1.

23.3VERTICAL LIMITS

23.3.1The vertical limits of the UCARAs are:

Note:* Normally aircraft will be restricted to 1 000 ft AMSL or below. For operations above 1 000 ft prior permission from Hong Kong ATC is required which will be subject to co-ordination with Zhuhai ATC.

23.4FLIGHT NOTIFICATION

23.4.1Flight notification shall be submitted to Hong Kong Aerodrome Control in accordance with Regulations for Local Flights in Hong Kong (see AD 2.20 para 1.1.4).

23.4.2Aircraft or helicopters landing at Shek Kong aerodrome or any other site in UCARAs shall report their arrival to ‘Hong Kong Information’ immediately prior to landing. If no radio contact is made with ‘Hong Kong Information’ or if outside the notified hours of operation, pilots shall report to Hong Kong Aerodrome Control by telephone (tel no 2910 6822) as soon as possible after landing.

23.4.3Pilots must note that if no landing report is received within 30 minutes of the estimated time of arrival, alerting action will be initiated by ATC.

23.5COMMUNICATIONS

23.5.1Pilots shall establish and maintain two-way communication with ‘Hong Kong Information’ on entering and when operating within UCARAs.

23.5.2Pilots shall report their position and altitude as follows:

1. When entering /leaving each UCARA;
2. Every 15 minutes if no other communication have been made within that period.

23.5.3When ‘Hong Kong Information’ is not available, pilots should broadcast their positions on frequency 121.0 MHZ at appropriate intervals and when crossing UCARA boundaries, for the information of other aircraft in the area.

23.5.4Flights in North Border have to be coordinated with Zhuhai ATC. Therefore pilots must advise Hong Kong Information at least 2 minutes prior to entering North Border when operating at 1 000 feet AMSL and below, or give at least 3 minutes notice if operating above 1 000 feet AMSL.

23.5.5In order to enhance flight safety in the vicinity of the entry/exit routes to/from the Shek Kong Aerodrome Reporting Area (SKARA), pilots are to include in their initial transmission on leaving the SKARA, the name of the entry/exit route, as well as the UCARA they are entering.

23.6RADIO COMMUNICATION FAILURE PROCEDURES

23.6.1Fixed wing aircraft shall proceed to Shek Kong Aerodrome, carry out a standard joining procedure to the circuit keeping a good look-out whilst making all normal transmissions. Carry out a standard circuit to land, at all times exercising extreme caution with respect to other aircraft in the vicinity. After landing pilots are to taxi clear of the runway and shutdown. Pilots shall contact Hong Kong Aerodrome Control by telephone (tel. no. 2910 6822) as soon as possible after landing.

23.6.2Helicopters shall land at a suitable helicopter landing site and pilots shall contact Hong Kong Aerodrome Control by telephone as soon as possible after landing.

24Aerobatic Area

24.1An Aerobatic Area is established within the northern portions of MIRS BAY and TOLO UCARAs and the TMA airspace immediately above them (see chart page AD 2-VHHH-CTR-1). The vertical limits of the Aerobatic Area are SFC - 3 500 ft AMSL.

24.2The Aerobatic Area is available daily from 0900 - 1700 (local time), subject to VMC within the area and the aircraft having a serviceable transponder with Mode C. Aircraft shall remain below 3 000 ft AMSL and request clearance to climb to 3 500 ft AMSL from Hong Kong Information on frequency 121.0 MHZ. Pilots are reminded that they are responsible for maintaining their own separation from other traffic operating in the UCARAs.

25Flight Information Service

25.1Hong Kong Flight Information Service provides a flight information service and an alerting service between 0900 local time and sunset, daily, to non-IFR flights operating within the UCARAs. Between sunset and 0859 local time, alerting service only is available. The radio call sign is ‘Hong Kong Information’ and the frequency is 121.0 MHZ primary and122.075MHZsecondary.

25.2It is emphasised that the service offered by Hong Kong Flight Information Service is an information service only and collision avoidance is entirely the responsibility of the pilot-in-command. Traffic information will normally be provided to an aircraft only when it reports entering a UCARA sector or makes a periodic ‘ops normal’ report. Aircraft already operating within a UCARA are expected to maintain their own traffic watch between ‘ops normal’ reports by monitoring the FIS frequency for the transmissions of other aircraft.

25.3Outside of the hours of operation of Hong Kong Flight Information Service pilots should make ‘blind’ transmissions on the Hong Kong Information frequency and maintain a particularly good look-out for any deterioration of weather conditions.

26Procedures for Entry and Exit to/from Shek Kong Aerodrome Reporting Area (SKARA)

26.1Prior permission must be obtained from the appropriate military authority for any flight intending to operate within the Shek Kong Aerodrome Reporting Area (SKARA). (Details of the flight procedures applicable within the SKARA will be provided by the military authority.)

26.2Aircraft shall enter or exit the Shek Kong Aerodrome Reporting Area (SKARA) via the following routes

26.3The SKARA reporting point ‘PAGODA’ is very close to the North Border boundary, therefore pilots exiting or entering the SKARA at this location should ensure they do not enter the North Border area without prior coordination.