356
edits
Changes
→Co-ordinated mode
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| Example TME || Example Terminal Arrivals Radar Control-East || ExampleHong Kong Radar 126.5
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| Example TMS || Example Terminal Arrivals Radar Control-South || ExampleHong Kong Radar 126.3
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| Example TMW || Example Terminal Arrivals Radar Control-West || ExampleHong Kong Radar 127.55
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| Example TRS || Example Terminal Area Control-South || ExampleHong Kong Radar 132.15
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| Example TRC1 || Example Terminal Area Control-Center || ExampleHong Kong Radar 122.95
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| Example TRC2 || Example Terminal Area Control-Center 2 || ExampleHong Kong Radar 125.325
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| Example TRW || Example Terminal Area Control-West || ExampleHong Kong Radar 127.1
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| Example TRK || Example Terminal Area Control-East ( north split) || ExampleHong Kong Radar 121.3
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| Example APP || Example Approach || ExampleHong Kong Approach 119.1
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| Example FAD || Example Director || ExampleHong Kong Director 119.5
|}
==== Jurisdiction of Airspace====
TME A 080, if aircraft at A090, TRE jurisdiction <BR>
TMS(R) A080 , if aircraft A090 ,TRS jurisdiction <BR>
TMS(L) A080 , if aircraft A090 ,TRW jurisdiction <BR>
TMW F250/120+ , MCU F120/SFC [inside TMW] <BR>
TRW includes APP/DEP F250+ , TMW F250+ <BR>
Nomenclature: TRE, pronounced as TR East. TRK, TRC pronounced as TRK, TRC respectively.
[[File:Division of-airspace.png]]
==== Parallel Runway operations ====
# When both runways are available, the default mode of operations at HKIA is segregated, i.e. one runway is used for arrivals and one runway for departures.
# The north runway (RWY 07L/25R) is formally nominated as the landing runway and the south runway (RWY 07R/25L) is formally nominated as the departure runway. Under certain traffic conditions, as determined by ATC, arriving aircraft (Cargo or Passenger) may be directed to the south runway to reduce overall airborne delay.
# Independent parallel approaches are not permitted for IFR arrivals. Such that radar separation minima are not applied in the adjacent ILS approach. The appropriate in trail spacing should be applied between traffic on final approach to the same runway and the appropriate radar, separation shall be applied between traffic on the final approach to the adjacent runway.
====Segregated Parallel Runway Operations====
# There are two modes of segregated parallel runway operation, simultaneous mode, and co-ordinated mode: <BR>
a) during simultaneous mode departing traffic from the south runway may take-off without reference to landing traffic on the north runway, except in the case of a missed approach which deviates from the published procedure;
b) during co-ordinated mode departing traffic from the south runway shall only take-off when there is the required separation from landing traffic on the north runway.
====Simultaneous Mode====
# The normal mode of operation is Simultaneous Mode except when the weather conditions are such that Safeguarding or Low Visibility Procedures are implemented.
# If, however, the track-keeping capability of an aircraft is adversely affected due to whatever reason, in particular, significant weather cells in the approach path, or significant crosswind, etc., the Coordinated Mode shall be used. As a guideline, the Simultaneous Mode shall not be used when the crosswind the component is 30 kt or more.
# During Simultaneous Mode, ILS and LOC approach/missed approaches RWY 07L/25R are '''deemed''' separated from same-direction RWY 07R/25L SID tracks provided both aircraft follow published procedures. In the event of deviation (beyond acceptable tolerances) by either aircraft, separation is not assured and positive recovery action must be taken. Normally this shall be resolved by the coordinated action of the two AMCs before both aircraft are handed off separated to DEP. If the departing aircraft has already been transferred to DEP, AMN shall coordinate recovery actions with DEP.
====Co-ordinated mode====
1. When the co-ordinated mode is in operation the ASU shall nominate the spacing on the final approach – 5 NM or 6 NM. Subject to wake turbulence separation requirements, 5 NM spacing may be used provided:<BR>
a) Departures can be released in the available ‘window’ under prevailing conditions;<BR>
b) AMS can observe the landing traffic in order to efficiently release the departure in accordance with the co-ordinated mode procedure, (an IFRdeparture on the south runway shall not commence take off from the time an IFR arrival for the north runway is within 3 NM from the landing threshold until it has landed);<BR>
<BR>
c) The following factors shall also be taken into account:<BR>
i) rapidly changing weather conditions, e.g. passing showers, including Their frequency and severity;<BR>
ii) adverse weather conditions that may affect the response time of departing aircraft, e.g. significant weather in the departure area;
iii) the average ground speed of arrivals, e.g. tailwind factor.<BR>
<BR>
2 The departure cut-off point in para 4.5.1 b) above shall be:<BR>
i) 4 NM for Runway 07 VOR approaches;<BR>
ii) 5 NM for Runway 25 VOR approaches; or<BR>
iii) 4 NM for ILS/LOC/RNAV approaches when the landing aircraft is not able to follow the standard missed approach procedure.<BR>
<BR>
3 Cargo operators are required to indicate in item 18 of their flight plan the remark,'RMK/CARGO'. <BR>
<BR>
4 General aviation operators are required to indicate in item 18 of their flight plan the remark, 'RMK/BAC PARKING'. <BR>
5 The normal landing runway is RWY07L or 25R.<BR>
== CHAPTER 3 SEPARATION STANDARDS ==