VHHH Jeppesen 2014

J E P P E S E NJeppView 3.7.5.0VHHH (Hong Kong Intl)

Airport Information

General InfoHong Kong, HKGN 22 18.5' E113 54.9' Mag Var: 1.9WElevation: 28'

Public, IFR, Control Tower, Low Level Wind Shear Alert System, CustomsFuel: Jet A-1Repairs: Major Airframe, Major Engine

Time Zone Info: GMT+8:00 no DST

Runway InfoRunway 07L-25R 12467' x 197' asphaltRunway 07R-25L 12467' x 197' asphalt

Runway 07L (73.0M) TDZE 22' Lights: Edge, ALS, Centerline, TDZ Displaced Threshold Distance 568'Runway 07R (73.0M) TDZE 27' Lights: Edge, ALS, Centerline, TDZ Displaced Threshold Distance 525'Runway 25L (253.0M) TDZE 27' Lights: Edge, ALS, Centerline, TDZRunway 25R (253.0M) TDZE 22' Lights: Edge, ALS, Centerline, TDZ Displaced Threshold Distance 571'

Communications InfoATIS 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 129.9Hong Kong Delivery Clearance Delivery 124.65 SecondaryHong Kong Precision Approach Control 133.7Hong 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

Notebook Info

Licensed to SMA. Printed on 08 Jun 2014.

Notice: After 13 Jun 2014 0901Z, this chart may no longer be valid. Disc 11-2014JEPPESENJeppView 3.7.5.0

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 thePassenger Apron or Cargo Apron.

- Engine runs above ground idle power shall be carried out in the run-up facilityand 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 ProceduresInitial request for a ground engine run should be made to the APT Authority ApronControl 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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1.3. 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 atany 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 hol ding 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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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/07RIn 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 passingPORPA 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.

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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 afterpassing 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 onTWY 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.

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| JEPPESEN, 2013. ALL RIGHTS RESERVED.




HONG KONG, PR OF CHINAVHHH/HKGHONG KONG INTL

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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 docking guidance system for the centerline parking position.

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

Some frontal parking bays can also accommodate narrow-body types of ACFT at a separate 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 parking bay is referred to by a "R" suffix, e.g. S23R. The following parking bays can accommodate 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 APRON

All remote parking bays on the North and South aprons have continuous yellow nosewheel guidance lines.

1.6.3.2. WEST APRONThe remote parking bays on the West apron are configured to accommodate up to 5 wide-body type ACFT or up to 7 narrow-body type ACFT, or a combination of wide and narrow-body type ACFT. The wide-body parking locations have continuous yellow nosewheel guidance lines to indicate the correct parking centerline.

The narrow-body parking locations are displaced to the LEFT and the RIGHT of the wide-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. W121L or W123R.

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1.7. OTHER INFORMATION1.7.1. GENERAL

Birds in vicinity of APT.

1.7.2. LOCAL WIND EFFECTS1.7.2.1. GENERAL WARNING

Due to the proximity of the hilly terrain of Lantau Island to the South and East of APT, significant low-level windshear and moderate to severe turbulence can be expected along the approaches to and departures from both RWYs when winds blow off these hills, i.e. from East through Southwest at about 15 KT or more. As the hills to the North are further away, they play a less significant role, but none the less can create local wind effects when strong winds blow off these hills , i.e. from Northwest 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 in physical 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 KT or greater), can be expected as the ACFT flies through them. The sporadic and transient nature of the terrain-induced wind disturbances results in some ACFT experiencing windshear and/or turbulence, whilst others do not, even though the broad meteorological conditions are the same. Successive ACFT which experience windshear 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 be experienced during the final phase of the approach. Winds at approximately 2000 ft may be a better representation of the prevailing wind conditions in the region. Generally, mean wind speed should decease towards lower altitudes but isolated strong gusts may be expected. Wind direction would also change with altitude due to blocking of the general wind flow by nearby hills or in the presence of low-level temperature inversion which occurs mostly in the cool season (about half of the time or more from November to April). It is possible for the magnitude of windshear and turbulence to increase towards final approach, resulting in deteriorating rather than improving conditions prior to touchdown.

1.7.2.2. EASTERLY THROUGH SOUTHWESTERLY WINDSWhen prevailing winds are from the East through Southwest and with a speed in excess of 15 KT, significant windshear and moderate turbulence can be expected on the approaches to or on departure from both RWYs. Larger magnitude of windshear and 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 significant over the southern RWY (RWY 07R/25L).

Low-level windshear and turbulence are expected to be more significant when the wind is from the direction 130^ - 210^ , especially in the presence of low-level temperature 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 wind speeds exceed 20 KT, especially for approaches to RWY 25L/R and along the departure and missed approach corridors from RWY 07L/R as these approach/departure corridors are closer to the hills to the North as compared with approaches to RWY 07L/R. Larger magnitude of windshear and turbulence over these approach and departure corridors is possible if the wind speed exceeds 30 KT, especially in the vicinity of "LOTUS".

1.7.2.4. LAND-SEA BREEZELand-sea breeze is not a strong wind phenomena but it can create a complex wind field in the vicinity of the APT and it can cause a significant change in wind direction 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 significant windshear 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 wind with speeds up to 50 KT occasionally affect the APT. Under such circumstances significant windshear along the departure corridors of RWY 07L/R can be expected.

1.7.2.6. LOW-LEVEL WIND EFFECTSPilots should be aware of building-induced turbulence and windshear effects when 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. WINDSHEAR AND TURBULENCE WARNING SYSTEM (WTWS) 1.7.3.1. MICROBURST/WINDSHEAR ALERTS

The Microburst or Windshear alert passed by ATC includes the type of alert (i.e. microburst or windshear), the magnitude of the RWY orientated wind speed difference and the location (final approach or departure area as appropriate).

When more than one occurence of wind shear is detected for a particular RWY corridor, WTWS provided a consolidated Microburst or Wind Shear Alert for that particular RWY corridor based on a priority system wich takes into consideration the severity of the alerts and the confidence level of the different data sources which generate the alerts.E.g. If a microburst with an intensity of minus 30 KT and a wind shear with an intensity 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 for terrain-induced wind shear. The WTWS is designed to assign a higher priority to a Wind Shear Alert of wind loss compared to a Wind Shear Alert of wind gain. If the former is issued pilots are reminded that they may still encounter wind gain events.

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 or departure area as appropriate). The alert intensity (i.e. moderate or severe) follows ICAO's standard definition for reporting of turbulence .

1.7.3.3. MICROBURST/WINDSHEAR ALERT COMBINED WITH TURBULENCE ALERTWhen a "Microburst Alert" or a "Windshear Alert" is given for a particular RWY and turbulence is also detected for that particular RWY, a "Turbulence Alert" 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 APT platform, APT authority will issue a Red Lightning Warning. When airlines and handling agents receive a Red Lightning Warning through SITA they should advise inbound flights of the warning. If the period of the Red Lightning Warning is forecast to be prolonged, a message will be included on the ATIS broadcast advising of delays to parking and/or push-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 shall keep one starboard engine running. ACFT unable to comply with this procedure should notify Ground Movement Control on initial contact.

Ground crews will not commence a push-back when a Red Lightning Warning is in force.

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AIRPORT.BRIEFING

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

1.9. OTHER INFORMATIONPilots should be aware that terrain clearance cannot be guaranteed for the mountainous environment if the published procedures are not properly followed. In addition, there is possibility of infringing other traffic in the vicinity. Therefore all SID, STAR and instrument approach procedures must be flown as published once 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 applicable to 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 may expect an ILS/DME approach with a CDA procedure subject to the prevailing traffic situation.- ACFT on the CDA procedure are expected to achieve a continuous descent profile

approximating a 3^ vertical profile from 8000' to intercept the GS at or above 4500'.During a CDA pilots should maintain a low thrust setting and should not have recourse to level flight.

- ACFT will be given radar vectors from about 27 NM from touchdown (12 NM to FAF), to intercept the LLZ outside of the FAF (LOTUS D15 IFL - RWY 25L, RIVER D15 ITFR - RWY 25R). The estimated track miles to touchdown will be passed with descent clearance and further distance information may be given as required.

- The recommended speed for the CDA intermediate approach segment is 210-225 KT, this should permit a relatively clean configuration for as long as practicable. The published speed restrictions for the final approach segment are applicable for the CDA procedure, 180 KT at FAF and between 150-160 KT at 4 NM from touchdown.

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

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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 orbetween 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 2400mfrom 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 approach

Equivalent 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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+ JEPPESEN

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 thecritical 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.

10-1P820 SEP 13

3. DEPARTURE





+ JEPPESEN

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 groundcrew 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.

10-1P920 SEP 13

3. DEPARTURE


Licen

sed to

SM

A. P

rinted

on

08 Jun

2014.

No

tice: After 13 Ju

n 2014 0901Z

, this ch

art may n

o lo

ng

er be valid

. Disc 11-2014

JE

PP

ES

EN

Jepp

View

3.7.5.0

MANGO

BEKOL

TAMOT

GUAVA

SOKOE

LIMES

PAPASIERA

ROMEO

270^

180^

300^

330^

030^

060^

120^

150^210^

240^

D40

D30

D10

D40

D30

D20

D10

D40

D30

D20

D10

D50

D50

090^

D60D70

D60

D20

Macao

VH(P)-8

LOSTCOMMS COMMS LOST COMMS LOST

LOST COMMSCOMMSLOSTCOMMSLOST LOSTCOM

MS

L

O

S

T

C

O

M

M

S

GUAN

GZHO

U ZGZ

U FIR

(A/F

/G) 30NM

HONG

KONG

25NMMACAO

4500

3000

4300

41001500

2000

0 10 20 30 40 5010

Apt Elev28'

VHHH/HKGHO

NG

KO

NG

INTL

HONG KONG, PR OF CHINA

119.1

Trans alt: 9000'HO

NG

KO

NG

Alt Set: hPaTrans level:

10-1R

Approach

.RADAR.MINIM

UM.ALTITUDES.

| JEP

PESEN

SAN

DER

SON

, INC

., 2005, 2

007. A

LL RIG

HTS R

ESERV

ED.

22-00

22-30

113-30 114-00 114-30

HONG

KONG

VHH

K

FIRFL110 980 hPa or aboveFL120 979 hPa or below

1.Chart only to be used for cross-checking of altitudes assigned

while under radar control.

2.Radar control service can not beprovided to aircraft below

the applicable minim

um altitude.

2865'

3094'

3068'

2303'3277'

When on radar vector orfollowing SID or STAR trackrefer to EMERGENCY pages.

Sectors, altitudes, waypoints &

notes revised.

ZUH VOR DMELIANSHENGWEI

MCU VOR DMEMACAO

NLG VOR DMENANLANG

CHEUNG CHAUCH VOR DME

TD VOR DMETUNG LUNG

SMT VOR DMESIU MO TO

LKC VOR DMELUNG KWU CHAU

HongKong

CONTOURINTERVALS

2000

4000

3500

JEPPESEN

CHA

NG

ES:

6 JUL 07



R090^D35.1

164^148^ D47.9

D52.8

D64.8

R164^TD

D47.9

R164^TD

R090^D35.1TD

R090^R090^

D58.1D58.1TD

TD

R090^D35.1

TD

D58.1

D178.5

VHHH/HKGHONG KONG INTL

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

JEPPESEN

10-2

Apt Elev28'

D-ATIS

128.2Alt Set: hPaTrans level: Trans alt: 9000'FL110 980 hPa or above

FL120 979 hPa or below

DOTMI

ELATO

CARSO SABNO NOMAN

BETTY

ABBEY

RAMUS

DOVAR

SONNY

HOCKY

CYBER

MAGOG

FISHACHEUNG CHAU112.3 CHCH

N22 13.2 E114 01.8

D

270^93.327.223.0

(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)

218^

31.7

N22 17.8 E115 49.5

N21 01.1 E115 03.3

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 20.0 E117 30.0

N22 17.0 E115 20.2


N20 15.7 E115 21.1

283^

76.2

341^81.2

38.2

10.0

317^

39.5


357^

55.0

15.0002^

38.2

MAX 250 KT.

HOLDINGS OVER

Under turbulent conditions, when approved by ATC280 KTor MACH 0.8,whichever is less.

BAKER DOVAR HOCKY

FL90

D64.8/74.8

BETTY

FL90

D47.9/57.9

EATON

MAX FL250

MAX FL250

ABBEY

067^

BAKER

MAX 250 KT.

280 KTor MACH 0.8,whichever is less.

(CRP for non-jetACFT)

N20 51.6 E115 07.0

N20 50.8 E114 33.2

ATCUnder 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)

FL260

FL260At

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


FL260At

N22 16.2 E114 55.4

N21 29.2 E114 33.5

FL260At(CRP for non-jet

ACFT)


23 MAY 14 .Eff.29.May.

280 KTor MACH 0.8,whichever is less.

Under turbulent conditions, when approved by ATC

1(CRP fornon-jet ACFT)

1

Terminal Transition Route V 542 established.

40.4

(CRP fornon-jet ACFT)

SUKERN19 40.6 E114 39.2

(CH R-169/D156.0)


(TD R-174/D155.1)

303^

42.4By ATC

HOLDINGS OVER FISHA

36.6

(CRP for non-jet ACFT)TOFFEE

N19 18.4 E115 17.6(CH R-164/D184.7)


(TD R-160/D188.1)

[TOFEE]

V 511

V 521

V 542

V 531V 541

V 541

V 531

V 521V 511

V 542

V 551V 551

CHANGES:

TERMINAL TRANSITION ROUTES

UNLESS OTHERWISE INSTRUCTED

NOT TO SCALE

MAX 250 KT BELOW 10000'

DESCENT REQUIREMENTS

V511, V521TO ABBEY

TO BETTY

344^

341^161^FL90

10 NM

outbound

FL90

10 NMoutbound

177^

357^

344^

270^

MHA FL90

D35.1/45.1

270^ 270^

FL260MHA FL90

D58.1/68.1

D58.1/68.1

247^

10 NM

outbound

FL90

If holding is required, eachflight will be instructedindividually. Pilots can expectto cross MAGOG at FL260,CYBER at FL 260 and SONNYat FL260.DO NOT DESCEND WITHOUT ATC CLEARANCE.

270^FL260

D35.1/45.1

HONG KONGRADAR121.3

V511, V521128.12

HONG KONGRADAR128.75132.15

HONG KONGRADAR125.8128.75V551

V531, V541, V542, V551

MAX 250

KT

V531, V541, V542

SPEED:



210^

225^

D38.

5D4

8.4D16

3.7242^

D210

.8205

^

D141.6

D151.1

218^214^

218^

D53.7

CH

CH


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

JEPPESEN

Apt Elev28'

D-ATIS

128.2Alt Set: hPaTrans level: Trans alt: 9000'FL110 980 hPa or above

FL120 979 hPa or below

10-2A

SIKOU

IDOSI

CANTO

GAMBA

MAPLE

COMBI

ROCCA(CRP for non-jet ACFT)





CHEUNG CHAU112.3 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

073^

10.021.8

7.0

10.0

047^


012^

72.6

N20 11.8 E112 43.1

(CRP for non-jet ACFT)MYWAY

68.1

073^ 253^

10 NM outb

ound FL90FL

90

MAX 250 KT.

HOLDINGS OVER

Under turbulent conditions, when approved by ATC280 KTor MACH 0.8,whichever is less.

CANTO COMBI & GAMBA280 KT

MACH 0.8,

FL90

MYWAY

MACH 0.83.

10 N

M

outb

ound

FL260At

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

85.0

(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 belowwhichever is less.

Above FL340 or

10 NM

outbou

nd

(TD R-244/D177.4)

| JEPPESEN, 2012, 2013. ALL RIGHTS RESERVED.None.


V 571

V 56

1

V 561

V 571

CHANGES:

TERMINAL TRANSITION ROUTES


NOT TO SCALE



DO NOT DESCEND WITHOUT ATC CLEARANCE.

V561, V571

Cross MAPLE at FL260.

047^

227^

012^

192^

TO CANTO

HONG KONGRADAR123.7127.1

SPEED:



D

R090^R090^

D35.1D35.1

TD TD

D D27.2 D35.1

COMMSLOST COMMSLOST COMMSLOST COMMSLOST COMMSLOST COMMSLOST COMMSLOST COMMSLOST LOST

COMMS LOSTCOMMS LOSTCOMMS LOSTCOMMS LOSTCOMMS LOSTCOMMS LOSTCOMMS LOSTCOMMS LOSTLOST

D27.0

D47.9

R164^TD

250^

(CH R-157/D3.9)

Speed Limit Point

R090^

Apt Elev28'



D-ATIS

128.2Alt Set: hPaTrans level: Trans alt: 9000'

If required request RADAR assistance to follow correct track.

FL110 980 hPa or aboveFL120 979 hPa or below

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

MAX FL250

MAX 250 KT.BETTY

HOLDINGS OVERABBEY


JEPPESEN

SLP

15.1 7.9

270^

[ABEY3A]

IF TD VOR NOT AVAILABLE

(IAF)LIMES

SOKOE

297^4.2

280 KTFL130At

12.114.0

13.0

Direct distance from LIMES to14 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.

FL90D47.9/57.9

(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

4300'260^

3000'

030^

1

1 within Hong Kong FIR

ABBEY 3A

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

270^ 270^FL260MHA FL90

D35.1/45.1

D35.1/45.1

D

N22 14.9 E114 17.6116.1 TDTDTUNG LUNGD CHEUNG CHAU

N22 13.2 E114 01.8112.3 CHCH


TAMARN22 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 17.6TD

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.

344^

BETTYN21 29.2 E114 33.5



In order to provide traffic managementflexibility during peak periods of arrival oradverse weather situation in Hong KongTMA, traffic may be instructed to hold atBETTY 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:



D D27.2 D35.1

COMMSLOST COMMSLOST COMMSLOST COMMSLOST COMMSLOST COMMSLOST COMMSLOST COMMSLOST LOST

COMMS LOSTCOMMS LOSTCOMMS LOSTCOMMS LOSTCOMMS LOSTCOMMS LOSTCOMMS LOSTCOMMS LOSTLOST

R090^R090^

D35.1D35.1

TD TD

D47.9

R164^TD

Speed Limit Point

R090^

Apt Elev28'



D-ATIS

128.2Alt Set: hPaTrans level: Trans alt: 9000'




JEPPESEN

SLP

15.1 7.9

270^

[ABEY2B]


280 KTFL130At

(IAF)

10-2C

12.1

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

MAX FL250

MAX 250 KT.

HOLDINGS OVERABBEY

21 NMHong Kong IntlDirect distance from TD to

(CH R-148/D52.8)

BETTY

FL90D47.9/57.9

.RNAV.STAR.

RNAV (GNSS)

EXPECT ILS approach. Descend as directedby 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 17.6116.1 TDTDTUNG LUNGD CHEUNG CHAU

N22 13.2 E114 01.8112.3 CHCH


TAMARN22 15.4E114 30.6

ABBEY(CH R-089/D49.8)

MUSEL

N22 16.2 E114 55.4


180^

4300'260^

3000'075^

3300'

1 1

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

270^ 270^FL260MHA 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

BETTYN21 29.2 E114 33.5

344^

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.DESCENT REQUIREMENTS

In order to provide traffic managementflexibility during peak periods of arrival oradverse weather situation in Hong KongTMA, traffic may be instructed to hold atBETTY or other holding as by ATC.



SPEED:



COMMS LOSTCOMMS LOSTCOMMS LOSTCOMMS LOSTLOST

COMMSLOSTCOMMSLOSTCOMMSLOSTCOMMSLOST LOST

Apt Elev28'



D-ATIS

128.2


10-2D

Trans alt: 9000'



JEPPESEN

1

1

MONTYN22 10.1 E114 19.3ALAPI

TAMARN22 15.4 E114 30.6

N22 15.9 E114 46.9

ABBEYN22 16.2E114 55.4

270^7.915.1

11.8

6.58.0270^

246^

N22 09.9E114 12.2


280 KTFL130At

Direct distance from GUAVA toHong Kong Intl 12 NM

.RNAV.STAR.

RNAV (GNSS)

EQUIPPED AND APPROVED FOR RNP1 OPERATIONSFOR AIRCRAFT APPROPRIATELY

[ABEY1G]

Speed Limit Point

BAKERN21 13.0 E114 39.1

MAX 250 KT

2

HOLDING OVER ABBEY 10 NM

outbound

10 NMoutbound

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

within Hong Kong FIR

4300'260^

3000'

030^


DO NOT DESCEND WITHOUT ATC CLEARENCE.

GUAVAN22 09.6E114 03.6

DCHEUNG CHAU

N22 13.2 E114 01.8112.3 CHCH



ABBEY 1G

Cross MUSEL at FL130 and GUAVA at 5000'.If holding over ABBEY is required, each flight will beinstructed individually.In order to provide traffic management flexibility duringpeak periods of arrival or adverse weather situation inHong Kong TMA, traffic may be instructed to hold atBAKER or other holding as by ATC.

SLP344^

FL90

Comply with descent requirements and STAR tomaintain FL130 to GUAVA, join GUAVA holdingand descend to 5000', then carry out theappropriate RNP approach procedure.

10 NM outbound

090^

270^

MHA FL90MAX FL250

270^

090^FL260

Under turbulent conditions,when approved by ATC280 KT or MACH 0.8,whichever is less.

164^

SPEED:



250^

D39.9

R164^

D47.9

R164^TD

COMMSLOSTCOMMSLOSTCOMMSLOST

COMMS LOST COMMS LOST COMMS LOST

COMMSLOST

D47.9

D14.0

D27.0

R164^

152^D69.3

D64.8

SLP

(CH R-145/D45.2)

SOKOEN22 04.7 E113 50.6

Apt Elev28'



D-ATIS

128.2


10-2E

Trans alt: 9000'


Speed Limit Point


JEPPESEN


297^4.2

[BETY2A]

(CH R-157/D3.9)

280 KTFL130At

FL90

D47.9/57.9

(CH R-148/D52.8)

13.0

CANTON21 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

BAKERN21 13.0 E114 39.1

OVER BETTYHOLDING

MAX 250 KT

2

MAX 250 KT

2RNAV (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 toHong Kong Intl 14 NM

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

23 MAY 14

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

MSACH VOR

MANGON21 36.8 E114 30.9

D

N22 14.9 E114 17.6116.1 TDTDTUNG LUNG

324^

GUAVAN22 09.6E114 03.6

CHANGES:


SLP

MAX 250 KT BELOW 10000'UNLESS OTHERWISE INSTRUCTED

BETTY 2A

ROUTING

4300'260^

3000'

030^

1

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

344^

BETTYN21 29.2 E114 33.5

344^8.0

appropriate ILS approach procedure.

NOT TO SCALE

41.0

LIMES, join LIMES holding anddescend to 4500', then carry out the 344^

FL90

DCHEUNG CHAU

N22 13.2 E114 01.8112.3 CHCH

DESCENT REQUIREMENTSCross MANGO at FL130.


Comply with descent requirementsand STAR to maintain FL130 to

047^FL9

0227^

10 NM

outbou

nd

Under turbulent conditions,when approved by ATC280 KTor MACH 0.8,whichever is less.

MAX 2

50 KT

D64.8/74.8

In order to provide traffic managementflexibility 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, eachflight will be instructed individually.


NON-RNAV:


SPEED:




DD45.2

145^

COMMS LOST COMMS LOST COMMS LOST

COMMS

LOST

D47.9

D47.9

R164^TD

R164^

152^D69.3

D64.8

Apt Elev28'



D-ATIS

128.2


10-2F

Trans alt: 9000'


Speed Limit Point


JEPPESEN


(IAF)R164^

[BETY2B]

SLP

280 KTFL130At

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

CANTON21 39.0 E113 42.4(CH R-210/D38.5)(TD R-225/D48.4)

2

FL90

D47.9/57.9

OVER BETTYHOLDING

MAX 250 KT

2

2

(CH R-148/D52.8)

BAKERN21 13.0 E114 39.1

MAX 250 KT

2RNAV (GNSS)

.RNAV.STAR.


Direct distance from TD toHong Kong Intl 21 NM

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:

180^

4300'260^

3000'075^

3300'

1 1


SLP


BETTY 2B

ROUTING

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

DCHEUNG CHAU

N22 13.2 E114 01.8112.3 CHCH

TD39.9

D

N22 14.9 E114 17.6116.1 TDTDTUNG LUNG

N22 14.9E114 17.6

MANGON21 36.8 E114 30.9

NOT TO SCALE

join TD holding and descend to

ILS approach procedure.

BETTYN21 29.2 E114 33.5

344^8.0

4500', then carry out the appropriate

Comply with descent requirementsand STAR to maintain FL130 to TD,

047^ FL9

0227^

10 NM

outbou

nd

MAX 2

50 KT

344^


344^FL90

D64.8/74.8


NON-RNAV:

DESCENT REQUIREMENTSCross MANGO at FL130.

In order to provide traffic managementflexibility 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, eachflight will be instructed individually.



SPEED:



COMMS LOSTCOMMS LOSTLOST


COMMS

COMMS

LOST

Apt Elev

28'



D-ATIS

128.2


10-2G

Trans alt: 9000'



JEPPESEN

1

1

MONTYN22 10.1 E114 19.3

ALAPI

6.58.0270^

N22 09.9E114 12.2



.RNAV.STAR.

RNAV (GNSS)


[BETY1G]

Speed Limit Point

BAKERN21 13.0 E114 39.1

280 KTFL130At

8.0

34.9

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


4300'260^

3000'

030^



GUAVA

DCHEUNG CHAU

N22 13.2 E114 01.8112.3 CHCH



BETTY 1G

Cross MANGO at FL130 and GUAVA at 5000'.If holding over BETTY is required, each flight will beinstructed individually.In order to provide traffic management flexibility duringpeak periods of arrival or adverse weather situation inHong Kong TMA, traffic may be instructed to hold atBAKER or other holding as by ATC.

SLP

N21 29.2 E114 33.5BETTY

N21 36.8 E114 30.9

344^FL90

MANGOSLP

N22 09.6 E114 03.6

Comply with descent requirementsand STAR to maintain FL130 toGUAVA, join GUAVA holdingand descend to 5000', then carryout the appropriate RNP approachprocedure.


164^

344^FL90

164^10 NM

outbound

10 NM

outbound

SPEED:



D32.2

R225^

COMMS LOSTCOMMS LOSTCOMMS LOSTCOMMS LOSTLOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST

COMMSLOST COMMSLOST COMMSLOST COMMSLOST LOSTCOMMSLOSTCOMMSLOSTCOMMSLOSTCOMMSLOST

D47.9

R164^

D39.7

Apt Elev28'



D-ATIS

128.2


10-2H

Trans alt: 9000'


Speed Limit Point


JEPPESEN

[CANT3A]

MURRYN21 45.5 E113 48.7

LIMESN22 06.4 E113 46.5

045^8.7

7.6

16.9337^

10 NM

outbo

und

FL90

MAX 2

50 KT

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)

10 NM outb

ound FL90

MAX 250 K

T 2

N21 29.6 E113 27.7

BETTY

FL90D47.9/57.9

MAX 250 KT

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:Hong Kong Intl 14 NM


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:


SLP


CANTO 3A4300'

260^

3000'

030^

227^

DCHEUNG CHAU

N22 13.2 E114 01.8112.3 CHCH

D

N22 14.9 E114 17.6116.1 TDTDTUNG LUNG

ROUTING

NOT TO SCALE

Holding is established over CANTO. In the event ofholding, each flight will be instructed individually.


047^

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

073^ 253^

In order to provide traffic management flexibilityduring peak periods of arrival or adverse weathersituation in Hong Kong TMA, traffic may beinstructed to hold at BETTY, COMBI or otherholding as by ATC.

344^


NON-RNAV:



Cross CANTO at or above FL130 and MURRY betweenFL130 & FL110.

SPEED:



D

COMMS LOSTCOMMS LOSTCOMMS LOSTCOMMS LOSTLOST COMMS LOST COMMS LOST COMMS LOST COMMS LOST

COMMSLOST COMMSLOST COMMSLOST COMMSLOST LOSTCOMMSLOSTCOMMSLOSTCOMMSLOSTCOMMSLOST

R225^

D39.7

D47.9

R164^

MURRYN21 45.5 E113 48.7

MONTYN22 10.1 E114 19.3

045^

031^

8.7

21.3

344^

R164^

(CH R-103/D16.5)

Apt Elev28'



D-ATIS

128.2


10-2J

Trans alt: 9000'


Speed Limit Point


JEPPESEN

[CANT2B]

(IAF)

074^GOODI

N22 04.2 E113 59.8(CH R-194/D9.2)

(TD R-239/D19.7)

CANTON21 39.0 E113 42.4

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

SLP

10 NM

outbo

und

FL90

MAX 2

50 KT

2


(CH R-206/D30.2)

19.0

5.0

At FL150

1 1

1

BETTY

FL90D47.9/57.9

MA

X 250 KT2

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

COMBI

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

10 NM outb

ound

FL90

MAX 250 K

T 2

N21 29.6 E113 27.7

280 KT

2

.RNAV.STAR.

RNAV (GNSS)FOR AIRCRAFT APPROPRIATELY

EQUIPPED AND APPROVED FOR RNP1 OPERATIONS

To MURRY, then to GOODI, then to MONTY, turn LEFT to TD VOR, EXPECT ILSapproach. Descend as directed by ATC.

Direct distance from TD to:Hong Kong Intl 21 NM

CANTO (K280) - MURRY (FL150) - GOODI - MONTY - TD VOR. EXPECT ILS approach. Descendas directed by ATC.


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

MSATD VOR

DCHEUNG CHAU

N22 13.2 E114 01.8112.3 CHCH

D

N22 14.9 E114 17.6116.1 TDTDTUNG LUNG

CHANGES:

180^

4300'

260^

3000'075^

3300'

SLP


CANTO 2B

ROUTING

NOT TO SCALE

047^

227^

TD


descend to 4500', then carry out the appropriate ILS approach procedure.Comply with descent requirement and STAR to maintain FL150 to TD, join TD holding and

From MONTY turn LEFT to TD INT. Descend as directed by ATC.

344^

073^ 253^

Holding is established over CANTO. In the event ofholding, each flight will be instructed individually.

DESCENT REQUIREMENT

DO NOT DESCEND WITHOUT ATC CLEARENCE

Cross MURRY at FL150.


In order to provide traffic management flexibility duringpeak periods of arrival or adverse weather situation inHong Kong TMA, traffic may be instructed to hold atBETTY, COMBI or other holding as by ATC.

N22 14.9 E114 17.6


NON-RNAV:


SPEED:





COMMS

COMMS

LOST

Apt Elev

28'



D-ATIS

128.2


10-2K

Trans alt: 9000'



JEPPESEN

1

1



.RNAV.STAR.

RNAV (GNSS)


[CANT1G]

Speed Limit Point

BAKERN21 13.0 E114 39.1

2

GOODIN22 04.2 E113 59.8

VH53~N21 57.1 E113 55.6

CANTON21 39.0 E113 42.4

MURRYN21 45.5 E113 48.7

2

280 KTFL130At

045^

031^

035^

8.7

13.2

8.1

6.4

At 5000'

SLP

CANTO (FL130; K280) - MURRY - VH530 - GOODI - GUAVA (5000'). EXPECT RNP approach.Descend as directed by ATC.

(IAF)

MAX 250 KT

2

None.


MSACH VOR

CHANGES:


ROUTING

NOT TO SCALE


4300'260^

3000'

030^



GUAVA

DCHEUNG CHAU

N22 13.2 E114 01.8112.3 CHCH



CANTO 1G

Cross CANTO at FL130 and GUAVA at 5000'.If holding over CANTO is required, each flight will beinstructed individually.In order to provide traffic management flexibility duringpeak periods of arrival or adverse weather situation inHong Kong TMA, traffic may be instructed to hold atBAKER or other holding as by ATC.

SLP

344^FL90


047^227^FL9

0

MAX 2

50 KT

10 NM

outbo

und

N22 09.6 E114 03.6


164^10 NM

outbound

SPEED:



COMMSLOST COMMSLOST COMMSLOST

COMMS

LOST

COMMS LOSTCOMMS LOSTCOMMS LOST

COMMSLOST

COMMS LOST

R225^244^

D32.2

D30.0

D47.9

R164^

D39.7

SIERAN21 59.2 E113 33.2

BORDAN21 41.5 E113 24.5

Apt Elev28'



D-ATIS

128.2


10-2L

Trans alt: 9000'


Speed Limit Point


CANTON21 39.0 E113 42.4

SILVA

045^8.7

7.6

16.9337^

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

FL90

(CH R-230/D46.9)(TD R-238/D59.5)

137^

207^

159^21.8

19.4

13.6

SIERA 7ASIER

A 7C

(TD R-251/D44.1)

(CH R-200/D23.1)

JEPPESEN

SLP

10.0

MURRYN21 45.5 E113 48.7

LIMESN22 06.4 E113 46.5

(IAF)

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

1

1

ROCCAN21 31.9 E113 34.9

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

210

NM

outbou

nd BETTY FL90D47.9/57.9

MAX 250 KT

2

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

2

.RNAV.STAR.

[SIER7C][SIER7A]

RNAV (GNSS)

N21 51.1 E113 54.2

EXPECT ILS approach. Descend as directed by ATC.

280 KT

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

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


(CH R-206/D30.2)

MAX 2

50 KT

Direct distance from LIMES toHong Kong Intl 14 NM


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

250 KT

FL130At or above

FL130Between

& FL110

SIERA (K280) - CANTO (FL130+) - MURRY (FL130 - FL110) - SILVA - LIMES. EXPECTILS approach. Descend as directed by ATC.

SIERA (K280) - BORDA (K250) - ROCCA - CANTO (FL130+) - MURRY (FL130 - FL110)- SILVA - LIMES.

SLP

MSACH VOR

STAR ROUTING

CHANGES:

SLP


047^ 227^

D

N22 14.9 E114 17.6116.1 TDTDTUNG LUNG

NOT TO SCALE

join LIMES holding and descend to

ILS approach procedure.


4300'260^

3000'

030^

4500', then carry out the appropriate

DCHEUNG CHAU

N22 13.2 E114 01.8112.3 CHCH

Comply with descent requirementand STAR to maintain FL130 to LIMES,

344^


DESCENT REQUIREMENT

, SIERA 7CSIERA 7A

SIERA7A

SIERA7C

Holding is established over CANTO. In theevent of holding, each flight will beinstructed individually. In order to providetraffic management flexibility during peakperiods of arrival or adverse weathersituation in Hong Kong TMA, traffic may beinstructed to hold at BETTY or other holdingas by ATC.

RWYS 07L/R RNAV (RNP1) ARRIVALS

NON-RNAV:

NON-RNAV:


DO NOT DESCEND WITHOUT ATCCLEARENCE

Cross CANTO at or above FL130 and MURRYbetween FL130 & FL110.

SPEED:



COMMSLOST COMMSLOST COMMSLOST

COMMS LOSTCOMMS LOSTCOMMS LOST

COMMSLOST

COMMS LOST

244^

D

R225^

D39.7

COMMS

LOST

D30.0

D47.9

R164^

SIERAN21 59.2 E113 33.2

BORDAN21 41.5 E113 24.5

Apt Elev28'



D-ATIS

128.2


10-2M

Trans alt: 9000'


Speed Limit Point


CANTON21 39.0 E113 42.4

MURRYN21 45.5 E113 48.7

045^8.7

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

90

ROCCAN21 31.9 E113 34.9

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

(CH R-230/D46.9)(TD R-238/D59.5)

280 KT

137^

207^

159^21.8

19.4

13.6

SIERA 6BSIER

A 6D

2

(TD R-251/D44.1)

[SIER6D][SIER6B]

GOODIN22 04.2 E113 59.8

MONTYN22 10.1 E114 19.3074^

344^

R164^

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

(CH R-103/D16.5)

21.3

031^

(CH R-206/D30.2)

JEPPESEN

SLP

(IAF)


TD

19.0

5.0

10.0

11

1

10 NM

outbou

nd 2

At FL150

BETTY

FL90D47.9/57.9

MAX 250 KT

2

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

.RNAV.STAR.

RNAV (GNSS)

turn LEFT to TD VOR, EXPECT ILS approach. Descend as directed by ATC.To CANTO, turn LEFT to MURRY, then to GOODI, then to MONTY,

To BORDA, turn LEFT to ROCCA, then to CANTO, then to MURRY,

Descend as directed by ATC.then to GOODI, then to MONTY, turn LEFT to TD VOR, EXPECT ILS approach.


MAX 2

50 KT

SIERA (K280) - CANTO - MURRY (FL150) - GOODI - MONTY - TD VOR. EXPECTILS approach. Descend as directed by ATC.


RNAV STAR SIERA 6D revised; availability. | JEPPESEN, 2013, 2014. ALL RIGHTS RESERVED.

SIERA (K280) - BORDA (K250)- ROCCA - CANTO - MURRY (FL150) - GOODI - MONTY - TD VOR. EXPECT ILS approach. Descend as directed by ATC.

250 KT

SLP

Direct distancefrom TD to

Hong Kong Intl 21 NM

MSATD VOR

STAR ROUTING

CHANGES:

SLP

SIERA 6B

SIERA 6D


047^

227^

DCHEUNG CHAU

N22 13.2 E114 01.8112.3 CHCH

D

N22 14.9 E114 17.6116.1 TDTDTUNG LUNG

NOT TO SCALE


, SIERA 6DSIERA 6B

then carry out the appropriate ILSapproach procedure.

From MONTY turn LEFT to TD INT. Descend as directed by ATC.

N22 14.9 E114 17.6

180^

4300'260^

3000'075^

3300'


join TD holding and descend to 4500',

Comply with descent requirementand STAR to maintain FL150 to TD,

DESCENT REQUIREMENTCross MURRY at FL150.

344^

RWYS 25L/R RNAV (RNP1) ARRIVALS

NON-RNAV:

NON-RNAV:

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


DO NOT DESCEND WITHOUT ATC CLEARENCE

In order to provide traffic managementflexibility during peak periods of arrival or adverse weather situation in Hong KongTMA, traffic may be instructed to hold at BETTY or other holding as by ATC.

SPEED:





COMMS

COMMS

LOST

Apt Elev

28'



D-ATIS

128.2


10-2N

Trans alt: 9000'



JEPPESEN

1

1



.RNAV.STAR.

RNAV (GNSS)


[SIER1G]

Speed Limit Point

BAKERN21 13.0 E114 39.1

MAX 250 KT

2

2

GOODIN22 04.2 E113 59.8

VH53~N21 57.1 E113 55.6

CANTON21 39.0 E113 42.4

MURRYN21 45.5 E113 48.7

2

045^

031^

035^

8.7

13.2

8.1

6.4

At 5000'

SLP

SIERA

280 KTFL130At

159^

21.8N21 59.2E113 33.2

SIERA - CANTO (FL130; K280) - MURRY - VH530 - GOODI - GUAVA (5000'). EXPECT RNPapproach. Descent as directed by ATC.

(IAF)


None.

MSACH VOR

CHANGES:


ROUTING

NOT TO SCALE


4300'260^

3000'

030^



GUAVA

DCHEUNG CHAU

N22 13.2 E114 01.8112.3 CHCH



SIERA 1G

Cross CANTO at FL130 and GUAVA at 5000'.If holding over CANTO is required, each flight will beinstructed individually.In order to provide traffic management flexibility duringpeak periods of arrival or adverse weather situation inHong Kong TMA, traffic may be instructed to hold atBAKER or other holding as by ATC.

SLP

344^FL90

10 NM outbound


047^

227^FL90

MAX 2

50 KT

10 NM

outbo

und

N22 09.6 E114 03.6


164^

SPEED:



JEPPESENVHHH/HKGHONG KONG INTL

HONG KONG, PR OF CHINA.RNAV.SID.10-3

REFER TO CHART10-3B10-3C

10-3D10-3E10-3F10-3G

10-3H10-3J10-3K10-3L10-3M

10-3N3

LAKES 3A, 3CLAKES 2B, 2DLOGAN 3A, 3C

OCEAN 2B, 2D

TITAN 1E, 1F

ATENA 1E, 1F

BEKOL 2B, 2D

OCEAN 2A, 2C

RASSE 3A, 3C

RNAV SID DESIGNATION

FOR SID DESIGNATION &TERMINAL TRANSITION ROUTE REFER TO PAGE 10-3A

ATENA 2A, 2C


PECAN 1A, 1CPECAN 1B, 1D

27 JAN 12 .Eff.9.Feb.

10-3C1BEKOL 3A, 3C

10-3G1LOGAN 1E, 1F

10-3NRASSE 1E, 1F

10-3N2SKATE 1E, 1F10-3N1SKATE 3A, 3C

RNAV SIDs established.CHANGES:



JEPPESENVHHH/HKGHONG KONG INTL


REFER TO CHART10-3P10-3Q10-3S10-3T10-3U10-3V10-3W10-3X10-3X110-3X210-3X310-3X4

LAKES 2B, 2DLOGAN 3A, 3C

OCEAN 2B, 2D

SKATE 3A, 3C

BEKOL 3A, 3CBEKOL 2B, 2D

OCEAN 2A, 2C

RASSE 3A, 3C

10-3A

SID DESIGNATION.SID.

REFER TO CHART10-3X510-3X6

TERMINAL TRANSITION ROUTEV1, V2, V3, V4, V5

ATENA 2A, 2C


LAKES 3A, 3C

PECAN 1A, 1CPECAN 1B, 1D

V10, V11, V12

27 JAN 12 .Eff.9.Feb.

None.CHANGES:

Licen

sed to

SM

A. P

rinted

on

08 Jun

2014.

No

tice: After 13 Ju

n 2014 0901Z

, this ch

art may n

o lo

ng

er be valid

. Disc 11-2014

JE

PP

ES

EN

Jepp

View

3.7.5.0

248^140^D4.7

D12.6

D22.9

060^

D11.

1

030^

D8.2175^

VHHH/HKGHO

NG

KO

NG

INTL

HONG KONG, PR OF CHINA10-3B

.RNAV.SID.

N22 17.8 E113 54.2ISR(109.3) ISRILS DME

D

N22 20.3 E113 58.9SMT114.8 SMTSIU MO TO

079^

073^5

ATENA 2A

ATENA 2C

N22 18.8 E113 54.0IZSL(111.1) IZSL

ILS DME

RAMEN

D

N22 22.7 E113 53.0LKC113.2 LKCLUNG KWU CHAU

D

N22 13.2 E114 01.8CH112.3 CH

CHEUNG CHAU

COLEYN22 06.7 E114 18.6

D

N22 14.9 E114 17.6TD116.1 TD

ATENAN22 24.7E114 23.2

WARNING

N22 20.6 E114 01.7

ROVERD7.3 IZSL

(SMT R-085/D2.6)

PORPAD7 ISR

(LKC R-111/D8.1)

FL CONVERSION

FL157 FL4800m

N22 20.2 E114 01.3

TUNG LUNG

[ATEN

2A]

[ATEN

2C]

N22 09.7E114 05.2

12.8105^

015^

301^

18.4

16.1

| JEP

PESEN

, 2005, 2

013. A

LL RIG

HTS R

ESERV

ED.

(CH R-113/D16.9)

JEPPESEN

5

Apt Elev28'

123.8

Trans level:Trans alt: 9000'


On first contact w

ith HONG

KONG

Departure state callsign,current and cleared altitude.

HO

NG

KO

NG

Departure

D(T)

D(T)

2

22

FL157At or aboveif unable to comply advise ATC as sonnas possible to prevent loss of separation

N22 32.6 E114 08.0BEKOL

(CH R-019/D20.2) (TD R-335/D19.8)

Due to terrain, RIGHTturnmust NOT be commenced before PORPA or ROVERas appropriate.

180 KT

RAMENon track to

220 KTMAXuntil established

Pilots should aim atMINIMUM

180 KT

RAMENon track to

220 KTMAXuntil established

Pilots should aim atMINIMUM

Ballnote 3 established.

25 OCT 13

3

3

Initial climb clearance

MSATD VOR

ATENA 2CATENA 2A

CHA

NG

ES:

NOT TO SCALE

1400'.

75 100 150 200 250 300298' per NM 372 496 744 992 1241 1489

07L

Gnd speed-KTRWYSID07R

ROUTING

249' per NM 311 415 623 830 1038 1246

These SIDs require minimum climb gradientsof

298' per NM (4.9%) until leaving249' per NM (4.1%) until leaving 1400'.

within HongKong FIR

1

ONLY AVAILABLE TO AIRCRAFT

UNLESS O

THERW

ISE INSTRU

CTED

4300'260^

3000'075^

1

180^

3300'1

(FL157+).

APPROPRIATELY EQUIPPED AND

ATENA 2AATENA 2C

MA

X 2

50 K

T BELOW

10000'

NOISE MITIGATING SID FOR USE BETWEEN 2301-0700LT

RNAV (GNSS)RW

YS 07R/L RNAV (RNP1) DEPARTURES

APPROVED FOR RNP1 OPERATIONS

Increase speed to 220 KTas soon as practicable.

PORPA (K180+) - RAMEN - COLEY - ATENA - BEKOL

PORPA - RAMEN:163^/11.1 NMROVER - RAMEN:165^/11.4 NM

Relative bearing/distance

5000', EXPECT further climb when instructed by ATCATENA 2A:ATENA 2C:

DER - ROVER (K180+) - RAMEN - COLEY - ATENA - BEKOL (FL157+).

SPEED:

Licen

sed to

SM

A. P

rinted

on

08 Jun

2014.

No

tice: After 13 Ju

n 2014 0901Z

, this ch

art may n

o lo

ng

er be valid

. Disc 11-2014

JE

PP

ES

EN

Jepp

View

3.7.5.0

248^140^D4.7

D12.6

D22.9

060^

D11.

1

030^

D8.2175^

ATENA 1F

ATENA 1E

Apt Elev

CHA

NG

ES:

28'

VHHH/HKGHO

NG

KO

NG

INTL


123.8

Trans level:Trans alt: 9000'

NOT TO SCALE

10-3C.RNAV.SID.

1400'.

75 100 150 200 250 300298' per NM 372 496 744 992 1241 1489

07L

Gnd speed-KTRWYSID07R

ROUTING

249' per NM 311 415 623 830 1038 1246

N22 17.8 E113 54.2ISR(109.3) ISRILS DME

These SIDs require minimum climb gradientsof

298' per NM (4.9%) until leaving249' per NM (4.1%) until leaving 1400'.

D

N22 20.3 E113 58.9SMT114.8 SMTSIU MO TO

079^

073^ATEN

A 1E

ATENA 1F

N22 18.8 E113 54.0IZSL(111.1) IZSL

ILS DME

RAMEN

D

N22 22.7 E113 53.0LKC113.2 LKCLUNG KWU CHAU

D

N22 13.2 E114 01.8CH112.3 CH

CHEUNG CHAU

within HongKong FIR

1

COLEYN22 06.7 E114 18.6

D

N22 14.9 E114 17.6TD116.1 TD

ATENAN22 24.7E114 23.2

N22 20.6 E114 01.7

ROVERD7.3 IZSL

(SMT R-085/D2.6)

(LKC R-111/D8.1)

UNLESS O

THERW

ISE INSTRU

CTED

FL CONVERSION

FL157 FL4800m

4300'260^

3000'075^

1

MSATD VOR

180^

3300'1

N22 20.2 E114 01.3

TUNG LUNG

ATENA 1E[A

TEN1E]

ATENA 1F[A

TEN1F]

N22 09.7E114 05.2

12.8105^

015^

301^

18.4

16.1

(CH R-113/D16.9)

MA

X 2

50 K

T BELOW

10000'


NOISE MITIGATING SID FOR USE BETWEEN 2301-0700LT

JEPPESEN

RNAV (GNSS)

ROBBE

PORSH

8.18.3

182^181^

4.85.0

5.0

5.3

N22 18.0 E114 05.2N22 17.7 E114 05.1

PORPAD7.0 ISR

EQUIPPED AND APPROVED FOR RNP1 OPERATIONSONLY AVAILABLE TO AIRCRAFT APPROPRIATELY

RADIUS-TO-FIX (RF) LEG IS REQUIRED

On first contact w

ith HONG

KONG

Departure state callsign,current and cleared altitude.

Documents

VHHH Jeppesen 2014