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UNIVERSITY OF HONG KONGLIBRARY

Hong Kong CollectionGift From

Printing Dept., H.K.

NOTAM HONG KONGPHONE:^56150 (NOTICE TO AIRMEN) N°' 1 /1955<

AIR^^ DEPARTMENT OF CIVIL AVIATIONAERONAUTICAL- AERONAUTICAL INFORMATION SERVICEVSHK (NOF) ' HONG KONG, 5TH JANUARY, 1955-

ALTIMETER SETTINGS IN THE HONG KONG FLIGHTINFORMATION REGION.

1. Introduction.

i.i. Altimeter setting procedures contained in I.C.A.O. Doc/7O3<xRegional Supplementary Procedures, are in force in the Hong Kong FlightInformation Region.

2. Definitions.

Altitude—The vertical distance of a level, a point or an object consider-ed as a point, measured from mean sea level.

Height—The vertical distance of a level, a point or an object consideredas a point, measured from a specified datum.

Elevation—The vertical distance of a point or a level, on or affixedto the surface of the earth, measured from mean sea level.

Flight Levels—Surfaces of constant atmospheric pressure whichare related to a specific pressure datum, 1013.2 mbs. (29.92 ins.), and areseparated by specific pressure intervals (equivalent to 500 feet in theStandard Atmosphere).

Note.—A pressure type altimeter calibrated in accordance withStandard Atmosphere,

(a) when set to QNH altimeter setting, will indicate altitude;

(b) when set to QFE altimeter setting, will indicate height above theQFE reference datum;

(c) when set to a pressure of 1013.2 mbs. (29.92 ins.) may be used toindicate flight levels.

Transition Altitude—The altitude in the vicinity of an aerodrome ator below which the vertical position of an aircraft is controlled by referenceto altitudes.

Transition Level—The lowest flight level available for use above thetransition altitude.

A.I.R HONG KONG—F.I.R.o-o-i

1/3/54"

RECORD OP AMENDMENTS

No.

1

2

5

6

7

8

9

10

11

12

13

14

15

16

17

18

Date ofAmendment

DateEntered

t/s/s

yy/r-

By

Iff,

No.

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

Date ofAmendment

DateEntered By

Department of Civil Aviation,Hong Kong,

A.LP. HONG KONG—F.I.R. 0-0-21/3/54

AERONAUTICAL INFORMATION PUBLICATION

HONG KONG

CONTENTS

Record of Amendments o-i

Contents 0-2

Foreword 0-3

Chapter i—Aerodromes AGA

Chapter 2—Communications COM

Chapter 3—Meteorology MET

Chapter 4—Air Traffic Rules and Services RAC

Chapter 5—Facilitation FAC

Chapter 6—Search and Rescue SAR

Chapter 7—General GEN

Department of Civil Aviation,Hong Kong.

A.I.P. HONG KONG—F.LR.0-0-3

1/3/55

FOREWORD

1. This Aeronautical Information Publication is compiled and issued by the AeronauticalInformation Centre, Department of Civil Aviation, Hong Kong. Its purpose is to serveInternational requirements in accordance with the documents published by the InternationalCivil Aviation Organization.

2. The standards and recommendations contained in the following documents have beenimplemented as far as is consistent with Local Legislation and requirements. Differences arecontained in each Chapter of this AIP and are also notified by NOT AM.

Division Document No. Title

ICAO STANDARDS AND RECOMMENDED PRACTICES— ANNEXES

AGA

AIS

COM

FAL

MET

RAC

-

ANNEX 14

ANNEX 15

ANNEX 10

ANNEX 9

ANNEX 3

ANNEX 2

ANNEX 11

ANNEX 12

ANNEX 5

AERODROMES

AERONAUTICAL INFORMATION SERVICES

AERONAUTICAL TELECOMMUNICATIONS

FACILITATION

METEOROLOGICAL CODES

RULES OF THE AIR

AIR TRAFFIC SERVICES

SEARCH AND RESCUE

DIMENSIONAL UNITS TO BE USED IN AIR-GROUNDCOMMUNICATIONS

SPECIFICATIONS

MET 7144-MET/521 ICAO SPECIFICATIONS FOR METEOROLOGICALFOR INTERNATIONAL AIR NAVIGATION

PROCEDURES FOR AIR NAVIGATION SERVICES (PANS) AND FIELD

COM 4478-COM/501/2

7181-COM/546/1

OPS 7458-OPS/610

RAC 444-RAC/501/5

SERVICES

MANUALS

COMMUNICATION PROCEDURES

RADIOTELEPHONY PROCEDURES

HOLDING AND APPROACH-TO-LAND

RULES OF THE AIR AND AIR TRAFFIC SERVICES


. Q"°~4 . A.I.P. HONG KONG—PJJ1/3/55

3. The publication contains a consolidation of aeronautical information that is of a main!permanent character, information that is considered necessary for the safe and expeditioioperation and navigation of air traffic within the Hong Kong Flight Information Regioi

4. Each page includes data on record, the effective date of which is indicated at thtop of the page. Subsequent changes of permanent nature are published in the form of ne1

A.I.P. supplements and/or Amendment sheets, when necessary. The use of the latest Noticto Airmen (NOTAM) should be in conjunction with this publication*

5. The Department of Civil Aviation of the Hong Kong Government is the administration which is responsible for the operation of facilities at Hong Kong Airport and also thapplication of procedures covered by this Aeronautical Information Publication.

6. The general conditions for use of the services and facilities in Hong Kong Airporare the same as those conditions required for international airports in accordance with ICACstandards and recommendations.

7. In compiling this publication every care has been taken to ensure that the informatiorcontained therein, is as accurate as possible. There is a possibility however that inaccuraciejmay be inadvertently included. All users therefore are requested to report inaccuracies 01omissions to the :—

AERONAUTICAL INFORMATION CENTRE,DEPARTMENT OF CIVIL AVIATION,

HONG KONG AIRPORT,KOWLOON,

HONG KONG,

Telephone No. 56150.

Department of Civil Aviation,Hong

A.I.P. HONG KONG—F.I.R. INDEX PAGE

1/3/54

INDEX (AGA)

Introduction

International Airports

Aerodrome for use by International Commercial Air Transport—Land ...

Aerodrome for use by International Commercial Air Transport—Water...

Aerodrome Directory—Land

Aerodrome Directory—Water

Obstructions in Approach Areas

AGA-o-i

AGA-i-i

AGA-1-2

AGA-i-3

AGA-1-4

AGA-1-4

AGA-i-s

Department of Civil Aviation,Hong- Kong.

OBSTRUCTIONS IN APPROACH AREAS

*

J Br

%f

, <dS:iff;

Runway Obstruction

1 | 2

31 HillHillHillHill

07 Hospital.Police Station.School.Wall.

13 i Range of Hills.Beacon Hill toTemple Hill.

25 Nil Approaches or Landingon this runway.

r

Elev. Heightft. ft.

3 4

M.S.L. 256 ft.M.S.L. 166 ft.M.S.L. 498 ft.M.S.L. 724 ft.

M.S.L. 145 ft.M.S.L. 120 ft.M.S.L. 173 ft.12.5 ft. 4 ft.

M.S.L. | 1,580 ft. i

M.S.L. 1,650 ft. i

|

Hong Kong Airport (water) - 4 steel mooring buoys infollowing positions (bearings and distances are fromChannel Rock Light 22° 18* 2?% 114°12f43"E),

2?2gChannel Rock Light 4680 feet,2?0Q « « it 2400 feet.285 " » " 3660 feet.293° " " » 4980 feet.

"Rl 1 n ./ R n yt (* TiA "1 n 4" £¥3 r\y* & n re G> r\r\/~l TwV-v A -4-/T4

DISTANCE BEARING

From threshold

ft, (miles) °Mag.

5 6

4,500 ft. 130°4,800 ft. 140°3 miles. 139°3| miles. 137°

3,800 ft. 255°2,650 ft. 247°3,610 ft. 243°

225 ft. 074°

9,600 ft. ) 295° Northto 030°.

7,500 ft. )

the

- ^*~

J9*L*~~tsT~opw

a

O

o<t>>dJo>-*rt-

pi

'

LIST OF LIGHTS AND BEACONS IN THE PROVINCE OF MACAO

NAME

BeaconNo, 10(Ka-Ho)

GuiaLighthouse

TYPE

Of masonry construc-tion painted white.

Round white towerwith dome paintedred.

CHARACTERISTICS/CODE

3

1 white.

ClEC

Period

1 white.Gp. 2 Rl.

1°R1. . . ,EC2°R1EC

Period

s1.03.0

4.0

s1.02.01.06.0

10.0

HOURS

4

MilesVisible

5

12'

25'

COORDINATES

22° or 50"*N 113° 35' 17" E.On the E slope of Ka-ho point(Coloane Island).59 metres AMSL.

22° 11' 51" N 113° 32' 48" E.At the Guia fortress and onthe top of the Guia Hill.110 metres AMSL.

MO

O

«O

A.I.P. HONG KONG-F.I.R. INDE^PAGE1/3/54

INDEX (COM)

INTRODUCTION COM 0-2

Radio Communications and Navigational Facilities COM-2-i

Radio Communications and Navigational Facilities COM-2-2

Time Signal


A.I.P. HONG KONG—F.LR. MET-l-i1/6/55

3.2. ACTUAL WEATHER REPORTS

3.2.1. Details of actual weather reports available at Hong Kong (Kai Tak) Airport Met.Office are as follows: —

Observations every J hour at

KAI TAK —from 1830-1000 G.M.T. in summerand from 1900 - 1000 G.M.T. in winter

WAGLAN —from 2030-1000 G.M.T. in summerAND and from 2100 - 1000 G.M.T. in winter

CHEUNGCHAU

Observations every hour at Kai Tak from 1000 G.M.T. to 1800 G.M.T.

3.2.2. Actual weather reports from other mam airports in the Far East are normallyavailable at Hong Kong (Kai Tak) Met. Office and can be obtained on request.

3.3. WEATHER FORECASTS

3.3.1. Terminal Forecasts for Hong Kong (Kai Tak) Airport and approaches arebroadcast as routine in abbreviated TAFOR (TAF) code on C / W frequencies, callsign ZCU. Plain language is used on the voice broadcast on the non-directionalradio beacon, K.T., call sign Hong Kong.

3.3.2. Route and terminal forecasts supplied on request to aircraft in flight over bothR/T and C/W channels will be in O-code or plain language.

3.3.3. Flight Forecasts will be issued to aircrews at briefing provided that prior noticeof departure has been given. It is recommended that this notice should be given ifpossible by 1700 hours local time on the day prior to the flight.

3.3.4. A regular programme of terminal forecasts (TAFORS) for Hong Kong (Kai Tak)Airport is transmitted to the following Far East Airports : —

BANGKOK, SINGAPORE (KALLANG), SAIGON, M A N I L A , TAIPEI,

OKINAWA, IWAKUNI, TOKYO. I - ' '

3.3.5. TAFORS for other main airports in the Far East are normally available at HongKong (Kai Tak) Met. Office and can be obtained on request.

3.4. WEATHER REPORTS FROM AIRCRAFT

3.4.1. Regular weather reports following position reports should be transmitted inAIREP or POMAR code from aircraft in flight to the Hong Kong Area ControlCentre.

3.4.2. The Captain or his deputy of all incoming aircraft is expected to visit the Met.Office on arrival for meteorological debriefing.

Department of Civil AviationHong Kong.

A.I.P. HONG KONQ-^K.

INDEX (RAC) Pag*

INTRODUCTION ....................... . .................. RAC-o-4

Rules of the Air and Air Traffic Control Procedures .................. RAC-4-i toRAC-4-i-i

Altimeter Setting Procedures .................................... RAC-4-2

Air Traffic Control SchemeProcedures for Departure from Hong Kong Airport ............... RAC-4-3Instrument Holding Procedures .............................. RAC-4-3-I to

RAC-4-3-2

Instrument Let Down Procedures, No. i ........................ RAC-4-3-3Instrument Let Down Procedures, No. 2 ........................ R A 0-^-3-4Instrument Let Down Procedures, No. 3 ........................ RAC-4-3 -6 to

RAC-4-3-9Instrument Let Down Procedures, No. 4 ........................ RAC-4-3-IO to

RAC-4-3-I2

Flight Informtion Regions, Control Areas and Advisory Areas ............ RAC-4-4

Airways and Advisory Routes ................................. RAC-4~5

Controlled Aerodromes and Control Zones ........................... RAC-4-6

Airspace Restrictions ....................................... R A 0-4-7-1 toRAC-4-7-2

Aeronautical Charts Published (see Note i) ........................ RAC-4-8Instrument Approach Chart-— NDB (AC-i) ..................... RAC-4-8- 1

Instrument Approach Chart— NDB (AC-2) .................... RAC-4-8-2Instrument Approach Chart— NDB (AC-3) ..................... RAC-4-3-3

Landing Chart, No. i (LC-i) ................................. RAC-4-8-4Instrument Departure Chart— NDB (DC-i) ..................... RAC-4-8-5Instrument Holding Chart— NDB (HC-i) ........................ RAC-4-8-6

Danger Areas Chart (DAC-i) .............................. RAC-4-8-7Area Coverage Chart (ACC-i) (see note i) ..................... RAC-4-8-8

NOTE i : This page will be published later.


"1 4 1 1A.I.P. HONG KONG— P.I.R.

1/12/54

4.1.7.4. Within the Colony no aircraft shall carry out any acrobatic flightwithin a control zone save with the consent of the appropriate AirTraffic Control.

4.1.8. Avoidance of Collision. When flying in Y.F.R. weather conditions it is thedirect responsibility of the person-in-command of an aircraft to avoidcollision with other aircraft notwithstanding that the flight is being conductedon an air traffic clearance.

4.1.9. Hazardous Flight Conditions. The person-in-command of an aircraft shall assoon as possible report to the appropriate Air Traffic Control any hazardousflight conditions encountered by him in the course of a flight \ \ i th such detailsthereof as may be pertinent to the safety of other aircraft.

4.1.10. Instrument Flight Rules. If the ground visibility is less than 3 nautical miles atan aerodrome, aircraft shall not take off, land, approach to land or fly withinthe traffic zone of the aerodrome without permission from the appropriateAir Traffic Control. Note : Instrument Flight Rules are in force within theHong Kong Control Zone at all times.

4.1.11. Cruising Level. All flights within Control Areas or Air Routes are subject tothe following* height separation when flying under I.F.R. : —

o° — 89' Odd thousands of feet.

QO° — 179° Odd thousands plus 500 feet.

180° — 269° Even thousands of feet.

270° — 359° Even thousands plus 500 feet.

Airway Green 8 and Amber i are excepted and the fol lowing separationstandards wil l apply : —

4.1.11.1. GREEN 8 AIRWAY. (Hong Kong— Hengchun— Okinawa)

All East bound traffic odd thousands plus 500 feet. All West bound trafficeven thousands plus 500 feet.

4.1.11.2. AMBER r AIRWAY.

All East bound traffic even thousands. Al l West bound traffic odd thousands.

4. E . 11.3 Or as may be required by the Area Control Centre. Aircraft may be requiredto fly at stated heights at the discretion of Area Control, when flights arebeing conducted under V.F.R.


RAC"4"2 A.I.P. HONG KONG—F.I.R.1/12/54

4.2. Altimeter Setting Procedures.

Altimeter setting procedures in the Hong Kong F.I.R. are as contained in I.C.A.O.Doc./7030 (Regional Supplementary Procedures), to which document referenceshould be made for a definition of the terms involved.

4.2.1. The transition altitude for Hong Kong Airport is 4500 ft. (1370 metres).

4.2.2. The transition level for Hong Kong Airport is 5500 f t . (1675 metres).

4.2.3. Procedures.

4.2.3.1. All air traffic within the Flight Information Region and ControlAreas, at a distance greater than 50 n.mls from Hong KongAirport, and all air traffic within 50 n.mls of the Airport at orabove the transition level (5,500 ft.) will use an altimeter settingof 1013.2 mbs. (29.92 ins.)

4.2.3.2. All air traffic within 50 n.mls of the Airport, at or below the tran-sition altitude (4,500 f t . ) wi l l use local ONH, supplied by ATC.

4.2.3.3. Vertical separation between aircraft within the Flight InformationRegion, Control Areas and the Control Zone wil l be 305 metres1,000 ft.).

4.2.4. Change of Setting:

4.2.4.1. Inbound aircraft will change from standard pressure to localQNH:-

(i) When 50 n.mls from the Airport, if at or below the transitionaltitude (4,500 ft.) at that point, or

(ii) When vacating the transition level (5,500 ft.) on descent, ifwithin 50 n.mls of the Airport at that time.

Note. Aircraft approaching at or below 4,500 ft. may be instructedby ATC to use local QNH before reaching a point 50n.mls from the Airport, if considered necessary in theinterests of safety.

4.2.4.2. Outbound aircraft wi l l change from local QNH to standardpressure : —

(i) When 50 n.mls from the Airport, if at or below the transitionaltitude (4,500 ft.) at that point, or

(ii) When vacating the transition altitude (4,500 ft.) on climb, ifwithin 50 n.mls of the Airport at that time.


/ ' *A.I.P. HONG KONG— F.I.R. ACT-4-3-2__ ___ _ 1/3/54

4.3.2.3. Separation Standards. These procedures allow for holding- aircraft on any oneor all of the three beacons at the same time. The height separation is asfollows : —

4.3.2.3.1. Waglan Island (W.L.)Commencing at 5,000' A.M.S.L.and thereafter every 1,000'i.e. SjOOo'-ejOoo'-jOOo' etc.

4.3.2.3.2. Hunghom (K.T.)Commencing at 4.500' A.M.S.L.and thereafter every 1,000'i.e. 4,50o'-5,50o'-6,50o' etc.

4.3.2.3.3. Cheung Chau Island (C.C.)Commencing at 5,000' A.M.S.L.and thereafter every 1,000'i.e. 5,ooo'-6,ooo'-7,ooo' etc.

Note i: In all cases altimeter settings will be in accordance with cifctice to•AttTEierr-^for-^^ ty, <$/,/!„

Note 2: The Waglan Island and Cheung Chau beacons are 15 nautical milesapart, K.T.—C.C. gj nautical miles, and K.T.—W.L. zoj nauticalmiles. Thus adequate separation is assured.

4.3.2.4. Initial Approach Procedures. When an aircraft is authorized to commence a letdown the following procedures are to be carried out :—

4.3.2.4.1. Holding on C.C. M/F Beacon. Normally, aircraft holding on this beacon willhave requested the use of No. 3 let down procedure and they will turn onto a track to the Stonecutters M/F beacon and when overhead carry out theprocedure contained in NOTAM No. i of 1953.

4.3.2.4.2. Holding on K.T. M/F Beacon, Aircraft holding on this beacon can beauthorized to use either No. i or No. 2 procedures (See para. 4.3.3. 4.3.4.)or No. 3 procedures (Para. 4.3.5.) Once the let down has been authorizedaircraft are to turn immediately to home back on to the K.T. beacon andwhen overhead : —

carry out a procedure turn on to a course to make good a track of 137°(Instrument Approach Procedure No. i) or : —

carry out a Rate i turn left on to the S.C. M/F beacon and thence carryout Instrument Approach Procedure No. 3 or :—

Turn right over the K.T. beacon on to W.L. beacon and carry out Instru-ment Approach Procedure No. 2,


-ATO»4-8-8 A j p HONG KONG—P.I.R.1/3/54

4.3.2.4.3. Holding on W.L. M/F Beacon. Normally, aircraft will use No. 2 let downproceeding over the W.L. beacon and turning on to track 137°M.

Notam 4.3.3. Instrument Let Down Procedures, No. i South East Gap.5f°" Position Frequency Identification Power OperationL951 22°iS'26 / /North 330 Kcs. K.T. KW. 24 hour

ii4°io'45"East (KING TARE) service

4.3.3.1. Aircraft requiring to let down on "King Tare" Radio Beacon are to requestpermission from Approach Control on either VHF/RT or W/T channels.As this beacon is high powered, aircraft can home direct to Hong Kong.

Aircraft intending to use this beacon for approach purposes and for let downsare, on their initial call, which should be 100 miles from Hong Kong, tocall "Hong Kong Approach" and request permission to carry out andapproach and/or let down on this beacon.

They are to pass the following information :—'(a) Height (QAH)(b) Direction or approach (QTI)(c) Airspeed (QTJ)(d) ETA ,. (QRE)(e) Flight Conditions (QDT or QDV)

Hong Kong Approach will pass to aircraft the following information andinstructions :—(a) Safe height to fly (QFM)(b) Altimeter setting'lNS or MBS (QNH)(c) Turn to let down or holding instructions(d) Surface wind (QAN)(e) Visibility (QBA)(/) Cloud base (QBE)(g) Other relevant information.

Aircraft are to home over the King Tare Beacon at a minimum height of 4,500feet or at a height designated by Approach Control and, on arrival over thebeacon, aircraft are to inform Approach Control. The aircraft is then tomake a procedure turn on to a course to make good a track of I37°T. Thecourse to steer is to be calculated prior to arrival. Approach Control is tobe informed when the aircraft commences the procedure turn and when theturn is completed and on the requisite course or heading.

4.3.3.2. When on course, height is to be reduced by 400/500 feet per minute forapproximately 8 minutes. This period of time of let down and is to becalculated by the captain of the aircraft.


A.I.P. HONG KONG— F.l.R.1/3/54

A mean wind from surface level up to 4,000 feet or wind velocities at surfacelevel, 2,000 feet, and 4,000 feet is to be passed by the Approach Con-troller on request.

The object of the pilot of an aircraft is to arrive at a position approximately10 miles to the S.S.E. of Waglan Island on a track I37°T from King-Tare M/F Beacon.

Aircraft should be in visual reference to the sea after the calculated time haselapsed and a procedure turn left should be carried out on to a course tomake good a track of 320° T. Approach Control is to be informed whenbelow cloud and also when on course after the turn has been completed.

If contact has not been made after the completion of the turn at a height of500 feet, aircraft are to turn on to a course of 070 °M and climb to safetyheight and inform Approach Control.

4-3 -3 -3- On completion of the procedure turn and if Approach Control has givenclearance for final approach through the South East Gap, providingforward visibility is not less than the minimum laid down in the CompaniesOperation Manual, or that minimum approved by the D.C.A., aircraft areto set course for Waglan Island.

On arrival at Waglan Island aircraft are to change frequency to inform Aero-drome Control and set course for Lyemun Gap.

4.3.3.4. Aircraft on entering Lyemun Gap are to inform Aerodrome Control and passheight at which aircraft is flying.IDENTIFICATION FOR SOUTH EAST GAP.

(a) Waglan Island. Lighthouse and white buildings ahead.(b) Cape D'Aguilar. To the left, sodium lights and wireless masts.(c) Tathong Point. To the right, white painted cliffs.(d) Lyemun Gap. To the left, sodium lights.

4.3.4. Instrument Let Down Procedures, Xo. 2—South East Gap. NotaniPosition Frequency Identification Power Operation 0-f°"22°io/s8//North 300 Kcs. WL 300

114°1S'o4"East William- Love) watts.

4.3.4.1. Aircraft requiring to let down on Waglan Island Radio Beacon are to requestpermission from Approach Control on either YHF RT or W T channels.This beacon is low powered and other means should be employed to homeover Hong Kong Island.

The following aids can be used to home to Hong1 Kong: —(a) Hong Kong VHF/DF Call bign "IIOXG KONG APPROACH"

Frequency 119.7 mcs.


A.I.P. HONG KONG—F.I.R. ATC-4-3-61/3/54

A mean wind from surface level up to 4,000 feet, or wind velocities at surfacelevel, 2,000 feet and 4,000 feet are to be passed by the Approach Controlleron request.

The object of the pilot, is to arrive at a position approximately 10 miles to theS.S.E. of Waglan Island on a track of i 3 / ° A I from Waglan Island.

Aircraft are, after the calculated time has elapsed, and when at a height of2,000 feet, to make a procedure turn left on to a course to make good atrack of 32O°T. On completion of the turn the height should be 1,500 feet.Approach Control is to be informed when the turn has commenced andwhen completed.

4.3.4.3. When the turn has been completed and on course 32O°M, aircraft are to con-tinue to reduce height at 400/500 feet per minute for 2 minutes by whichtime the pilot should be in visual reference with Waglan Island.

If aircraft are still flying I.F.R. after 2 minutes they are to turn on to a courseof 070°M and climb to safety height. Approach Control is to be informedwhether or not VFR.

If VFR on arrival at Waglan Island aircraft are to set course for the SouthEast Gap and change frequency to Aerodrome Control.

4.3.4.4. Aircraft on entering the gap are to inform Aerodrome Control and pass heightat which aircraft is flying.Identification for South East Gap.

(a) Waglan Island. Lighthouse and white buildings ahead.(b) Cape D'Aguilar. To the left, sodium lights and wireless masts.(c) Tathong Point. To the right, white painted cliffs.(d) Lyemun Gap. To the left, sodium lights.

4.3.5. Instrument Let Down Procedures No. j—South West Approach: NotamNo. 1

4.3.5.1. The following instrument procedures are for an approach and let down using ofmedium frequency radio beacons located as follows : —Cheung Chau Island (primary beacon)Position 22°i2 /2S"N

ii4°oi'56"EFrequency 360 kcs.Identification C.C.Power 100 watts.Stonecutters Island (secondary beacon)Position 22°K) / i6 / /N

U4°o8/3i"EFrequency 405 kcs.Identification S.C.Power 200 watts.


A.I.P. HONG KONG—P.I.R. ATC-4-3-S1/3/54

(c) The track of 221 °M is to be maintained until the aircraft is overheadCheung Chau beacon at 2,000 feet. This track is to be held for afurther minute when a procedure turn, right (i.e. initial right urn,then a turn left to intercept the reciprocal of the initial track) will becommenced at 2,000 feet. Approach Control must be informed whenthe turn is commenced and when completed and on a track 041 °M M theaircraft to reduce height to 1,500 ft. during the turn.

4.3.5.6. Final Approach Procedure.

(a) When the turn has been completed and steady on course 041 °M at1,500 feet, descent should be recommenced down to the minima con-tained in the Company's Operations Manual (as approved by theDepartment of Civil Aviation Hong Kong).

(h) When over C.C. beacon at a height above sea level not less than theCompany's approved minima, and visual flight can be maintained, air-craft are to change frequency to that of Aerodrome Control (uB.imcs.) requesting clearance through the S.W. approaches, and landinginstructions.

4.3.5.7. Overshoot or Climb Away Procedures.

Three procedures for overshoot or climb away are detailed below. Theovershoot procedure selected by the pilot should be transmitted to theApproach Control Officer before committed to the final approach.

(a) No. i Procedure.

If the pilot, after reaching his approved minima, is unable to proceedvisually, an immediate climb on track 041 °M will be instigated and willcontinue until a relative bearing (relative to the heading of the aircraft)of approximately 025° from the K.T. beacon is obtained. (Approxi-mately 3 minutes from the C.C. beacon).

A climbing turn left onto a track of 275°^! from the K.T. beacon,should then be commenced, climbing out on this track to safety height.

Approach Control should be advised when the turn is commenced andwhen on track 275°M.When at 3,000 feet clearance will again be requested for further climbto safely height, 4,500 feet.

(b) No. 2 Procedure.If the aircraft after reaching the approved minima and 2 minutes afterpassing over the C.C. beacon, visibility is such that visual flight cannotbe maintained, a climb on track (041 °M) will be commenced towardsthe S.C. beacon.


ATO-4-3-9 A j p HONG KONG—F.I.R.1/3/54

The track 041 °M will be maintained until a relative bearing of appro-ximately 025°M from the K.T. beacon is obtained (approximately 3minutes from the C.C. beacon).

A rate one turn left, will then be carried out on to a track of 208° tothe C.C. beacon climbing at 400/500 feet per minute until overhead thebeacon.

(c) No. 3 Procedure.

If the aircraft, after reaching the approved minima and 2 minutes afterpassing over the C.C. beacon, visibility is such that visual flight cannotbe maintained, a climb will be commenced on track 041 °l\I towards theS.C. beacon.

The track 041 °M and climb is to be maintained until a relative bearingof 055°M from the K.T. beacon is obtained.

A rate \ turn is to be commenced turning onto track i i5°M to theK.T, beacon. Climb during the turn is to be maintained at 400/500feet per minute.

When overhead the K.T. beacon a track of i i5°M out through theS.E. approaches will be maintained climbing to safety height.

4.3.5.8. Minor deviations from these standards will be authorized by Approach Controlbut will be subject to approval by that unit and, if, in their opinion, suchdeviations do not delay or cause interference with, the aircraft letting downusing these procedures.

Department of Civil Aviation,Hong1 Kong-.

AJ.P. HONG KONG—F.LR. RAC-4-3-101/6/54

4.3.6. Instrument Let Down Procedures No. 4—South East Approach :

4.3.6.1. The following radio navigation facilities to be used for these instrument let downprocedures are located at Waglan Island, 22°io'58"N H4°i8'o4"E.

TyPe Frequency Call Sign or Identification

953 Responder Beacon Transmits 233 mcs WLReceiver 218 mcs

MF/NDB (medium fre- Transmits 300 kcs WLquency non-directionalradio beacon)

VHF/DF Transmits 119.7 mcs Waglan HomerReceives 119.7 mcs

4.3.6.2. General.

(a) The use of DME alone is impracticable due to the difficulty of applying specifictracks and drift. It is therefore necessary to combine use of DME with ADF(radio compass) or VHF/DF bearings.

(b) Normally DME will be used in conjunction with the ADF but in the event offailure of this equipment accurate courses to steer can be obtained by VHF/DFbearings.

(c) The first procedure provides for a direct descent on track towards the responderbeacon, (without first overheading the beacon) from cruising level through thetransition layer to below cloud.

(d) The second procedure provides for a normal procedure let down, i.e. arrivingoverhead the responder beacon at a designated altitude, making a procedure turnback on the beacon, a normal rated descent on a predetermined track, and thena procedure turn back to the beacon, breaking cloud on the inward and finaltrack.

4.3.6.3. Approach Safety Lanes.

The approved safety lane is a segment of a circle centred on the Waglan ResponderBeacon and contained within bearings of i3O°M to I5O°M. All ADF (radio com-pass) and VHF/DF bearings taken must be within this safety lane and descentsbelow 4,500' must not be commenced if a bearing indicates that the aircraft trackis outside these limits. In the case of VHF/DF bearings the Approach Controllerwill inform the pilot whether or not the bearings are outside the safety lane. It isrecommended that pilots using the ADF for courses to steer should obtain checkbearings from the VHF/DF.


RAC-4-3-11 A j p HONG KONG—F.LR.1/6/54 ,

4.3.6.4. Procedures—Direct Approach.

(a) Aircraft requiring to make a direct let down on track will first obtain clearancefrom Hong Kong Approach Control (119.7 mcs)« The Pilot should so positionhis aircraft that he can commence his direct approach and descent not less than20-30 miles from the Waglan Island responder on a bearing between I30°-I5O°Mfrom the WL MF/DF or VHF/DF.

(b) The following information is to be passed to Approach Control: —

Flight level.Distance from responder.E.T.O. Waglan Island.Flight conditions, IFR or VFR, above cloud etc.

Course.

(6-) Approach Control will then issue instructions as necessary and the aircraft willcommence descent on track.

(d) Aircraft will inform Approach Control when : —Leaving assigned flight level.Leaving 5,500 ft. (Note-QNH will be passed to the aircraft on this call when

aircraft will correct altimeter to new setting.)15 miles from the responder.10 miles from the responder.Below all cloud and commencing final run to Waglan Island.

4.3.6.5. Procedures—Standard Let Down.

(a) Aircraft requiring to make a normal procedure let down will first obtain clearancefrom Hong Kong Approach Control and pass information as in paragraph4.3.6.4.6. above.

(b) On receipt of descent instructions aircraft will descent to 4,000 ft. and track over-head the Waglan beacon.

(c) When overhead, Approach Control will be informed and the aircraft willcommence a Rate i turn on to a course to make good a track of i37°M. Suchcourses will be calculated from ADF (radio compass) or VHF/DF bearings.

(d) On completion of the turn and when overhead the responder beacon (or if usingADF—the MF/NDB) Approach Control is to be informed and descentcommenced at 500/600 ft. per minute on a track of I37°M. The time shouldbe approximately 5 minutes or until 8—10 miles from the responder.

(e) The track should be within the safety lane as detailed in paragraph 4.3.6.3.


A.I.P. HONG KONG—F.I.R. BAC-4-3-121/6/54

(/) When at 1,500 ft., 8-10 miles from the responder, a rate i procedure turn LEFTon to a course to make good a track 317°, should be carried out. ApproachControl is to be informed when the turn is commenced and when completed.

(s) When on track 317°, further descent to company or unit approved minima, is tobe commenced until VFR.

(/?) When in visual range of Waglan Island, Approach Control will be informedand, when cleared by that unit, will change to Aerodrome Control on 118.1 mcs.

(i) If visual flight cannot be maintained when 2 miles from the responder, aircraftare to carry out the "break out" procedure detailed in paragraph 4.3.6.6.

4.3.6.6. Break Out Procedure.

Pilots who are in such a position that further flight on the prescribed track wouldplace the aircraft in flight conditions below the minima laid down, are to turnRIG FIT on to a course 070° and climb to 4,500 ft. or altitudes assigned byApproach Control.

NOTE: Procedure turns are designated "Left" or "Right" according to the direction of theinitial turn as follows : —

(a) Procedure turn left. A procedure turn in which the initial turn is to the left;

(b) Procedure turn right, A procedure turn in which the initial turn is to the right.


FAL"5"1 A.LP. HONG KONG—F.I.R.1/3/54

CHAPTER 5.

FACILITATION.

5.1. Immigration Requirements.

Immigration into the Colony is governed by the Immigrants Control Ordinance,Laws of Hong Kong, Vol. V Cap. 243, and enforcement thereof is in the hands of tiieImmigration Office, Police Headquarters.

5.1.1. Entry and transit of non-immigrant passengers and crew:

5.1.2. Passport Requirements

5.1.2.1. General. Any British Subject may enter Hong Kong provided he or she is inpossession of a valid British passport endorsed for entry into Hong Kong.This procedure applies equally in respect of Chinese \ \ i th British passports. Itis compulsory for all passports to be examined on arrival and due endorsementmade.

5.1.2.2. Chinese Nationals of Chinese Race. Natives of Kwangtung only, entering fromthe mainland of China, will be admitted under quota and without Hong KongImmigration Office permits, provided that they hold valid re-entry permits toChina issued by the Chinese authorities. If entry from outside the China main-land is made, then a valid entry visa is required. Chinese National is t pass-ports are no longer recognized as valid.

5.1.2.3. Chinese Nationals not of Chinese Race. A valid travel document and a validentry or transit visa for Hong Kong are required.

5.1.2.4. Alien Subjects of Chinese Race. (i.e. a person of Chinese Race with a pass-port other British or Chinese). An alien of Chinese Race travelling on a non-Chinese alien passport, requires the same documents and visas as are applicableto aliens of any race other than Chinese.

5.1.2.5. Aliens o/ any race other than Chinese. A valid passport or travel document oftheir national country, or in the case of a stateless person a travel documentissued by the country in which he or she is normally resident, is required. Inaddition, aliens and stateless persons must possess a valid visa for Hong Kongissued by a competent British Authority outside of Hong Kong.


A.I.P. HONG KONG—F.I.R. FAL-5-41/3/54

5.2.1.1. Aircraft Arrival Documents

Required byGeneral

DeclarationPassenger Cargo

Manifest Ma n ifest

1 mm ignit ion Inspector i j

Airport Customs i j l

Airport Health Office i i

Department of Civil Aviation (Airport). i i i

Aliens Registration Office i i(through Immigration Inspt.)

Department of Commerce & Industry ... — — i

Revenue Officer at Airline Offices — — i

Total 5 5 4

An additional General Declaration is required for Outward Clearance by Customs.

5.2.1.2. Aircraft Departure Documents

General Passenger CargoReclui™d bv Declaration Manifest Manifest

Immigration Inspector i i —

Airport Customs .. i i i

Airport Health Office — — —

Department of Civil Aviation (Airport). i i i

Aliens Registration Office i i —

Department of Commerce & Industry ... — — i

Revenue Officer at Airline Offices.,.. — — i

Total 4 4 4

5.2.1.3. In addition to the above, relevant documents covering freight and unaccom-panied baggage (e.g. Consular Invoices, Licences & Permits) must be submittedto the Customs Authorities for necessary checking and clearance.


FAL"5"5 A.I.P. HONG KONG—F.I.R.1/3/54

5.2.2. Agricultural Quarantine and Health requirements.

5.2.2.1. Animals on aircraft. Under the Hong Kong* Cats and Dogs Regulations 1950,it is necessary that requisite documentary authorization be produced to the Immi-gration Officer before any animal can be removed from the Airport. Failure toproduce such permit will necessitate transfer of the animal to a specifiedQuarantine Station pending clearance by the Authorities.

5.2.2.2. Illness or death on board. The Captain of an incoming aircraft, who has aseriously ill or dead person on board, must give as much notice as possible byradio to the Airport Authorities of such occurrence. Relevant information con-cerning the necessity for having a doctor or ambulance standing by wouldfacilitate attention or removal as the case may be. Conformity with the provi-sions of the Civil Aviation (Births, Deaths and Missing Persons) Regulations1950 is essential.

5.3. Fees and Charges. The following paragraphs contain information extracted from the AirNavigation (Fees) Regulations, 1953.

5.3.1. Landing Fees.

5.3.1.1. Landing fees for aircraft landing at Hong Kong Airport shall be payable at therates specified in the Table shown in paragraph 5.3.1.10.

5.3.1.2. The weight of the aircraft for the purposes of the first column of the said Tableshall be the maximum permissible weight of the aircraft as authorized by theCertificate of Airworthiness.

5.3.1.3. Save as hereinafter provided, a landing fee at the rate specified in the said Tableshall be payable in respect of each landing of an aircraft at an aerodrome.

5.3.1.4. No landing fee will be charged in respect of a landing at the conclusion of atest flight made from an aerodrome before departure, provided such flight hasbeen undertaken solely for the purpose of testing the aircraft, or its engines, oraccessories, and provided that prior notice of the purpose of the flight has beengiven to the Officer-in-Charge of the aerodrome in the approved form.

5.3.1.5. Special rates of landing fees may be applied in the case of flights carried outfor the sole purpose of the training or testing of flying personnel, provided thatprior application for the grant of such special rates has been made to the Officer-in-Charge of the aerodrome. Such special rates shall be one third of the normallanding fee for an aircraft of the type specified.

5.3.1.6. In cases (except in emergency) when aircraft land outside the normal hours ofwatch, the normal landing fee shall be increased by 50 per cent. Operations out-side normal watch hours may take place by prior arrangement with the Officer-in-Charge of the aerodrome.

Department of Civil Aviation,Hong1 Kong.

A.I.P. HONG KONG—F.I.R. - FAL"5-6

1/3/54

5.3.1.7. Exemption from the payment of landing fees will be accorded to the followingclasses of aircraft, and to no others—

(a) Military aircraft;

(b) State aircraft of the Government of Hong Kong;

(c) Diplomatic aircraft;

(d) Aircraft being used for Government ceremonial purposes;

(e) Aircraft owned and operated by any recognized flying club, provided thatthe flight preceeding the landing has not been for commercial purposes, orfor gain on profit ;

(/) Aircraft operating under the provisions of paragraph 5.3.1.4 hereof.

5.3.1.8. Subject to the provisions of regulations 5.3.1.5 and 5.3.1.9, no abatement of thescale of fees shall be allowed in respect of frequent use of landing facilitiesby a single aircraft or by a group of aircraft under the same ownership.

5.3.1.9. The Director may, in his entire discretion, and on written application beingmade to him and on payment of a fee of $100, grant in respect of aircraft themaximum total weight of which, as authorized by its Certificate of Airworthiness,does not exceed 6,000 Ibs., the following special landing permits—

(a) To owners of private aircraft to land the named aircraft at Hong Kong Air-port. Permits granted under the provisions of this regulation shall not beeffective in any case where the aircraft is being used for the carriage ofpassengers or goods for hire or reward or for any commercial purpose, andthey shall come into force on the date specified therein and shall expire onthe 30th day of June or the 3ist day of December next following.

(b) To organizations approved by the Director as organizations for the trainingof pilots to land the named aircraft at Hong Kong Airport. Permitsgranted under the provisions of this regulation shall be effective only whenthe named aircraft is being used for the purpose of instruction, and they shallcome into force on the date specified therein and shall expire on the 3ist dayof March, or the 3Oth day of June, or the 30th day of September, or the 3istday of December next following. Any permit issued under this regulationmay be revoked bv the Director in his entire discretion at any time withoutright of refund to the holder of any portion of the fee paid.


A.I.P. HONG KONG—F.I.R. FAL-5-81/3/54

5.3.3.2. Should the Offieer-in-Charge of the aerodrome, or any responsible officer forthe time being acting on his behalf, for reasons of safety or for any other reasonwhich, in his absolute discretion, may be considered good and sufficient for theproper conduct and use of the aerodrome, order an aircraft which is parked inthe open, but which is capable of being housed, to be removed to a hangar, theordinary charges for housing of the said aircraft in the hangar will be payable.

5.3.3.3. A fee equivalent to one half of the fee which would have been payable if theaircraft had been housed in a hangar shall be payable in respect of every aircraftparked in the open or moored at an anchorage. Parking charges shall becalculated to commence from the expiry of the first eight hours, for which nocharge shall be made.

5.3.3.4. When monthly terms for parking aircraft are arranged and it is found necessaryto house aircraft for bad weather conditions or any other reasons, the full dailyhousing charge shall be payable for the days on which the said aircraft are sohoused, without any rebate from the monthly parking charge.

5.3.3.5. Exemption from housing and parking fees will be accorded in respect of theclasses of aircraft detailed in regulation 5.3.1.7 (a), (fr), (c), (d) and (e).

5.3.3.6. Fees shall not be levied in respect of aircraft housed or parked on property forwhich a land tenancy permit is held, provided that the unbroken period duringwhich an aircraft remains on a said "No Charge" area exceeds the time duringwhich it parked on a "Chargeable" area during each 24 hour period, this casethe free parking period of eight hours mentioned in paragraph 5.3.3.3 hereofshall not apply.

5.3.3.7. In the case of aircraft rendered unserviceable and undergoing repair or over-haul, but not rendered unserviceable for purposes of storage, special arrange-ments shall be made with the Officer-in-Charge of the aerodrome for a reductionof the housing or parking fee, provided that the said aircraft is renderedunserviceable for a minimum period of seven consecutive days. Such fee shall beassessed on the basis of one half of the normal housing or parking fee, and shallbe applied during the period the aircraft is unserviceable, the special concessionte rmina t ing when the first test flight subsequent to repair or overhaul is made.


HONG KONG—F.I.R. FAL-s-io1/3/55

Xoii Schedule Flights:

5.4.1. Introduction.

5.4.1.1, The Air Transport (Licensing of Air Services) Regulations, 1949, asamended require thai any person desiring to use aircraft in Hong Kongfor the carriage of passengers, mail and cargo for hire or reward on ajourney other than a scheduled journey must obtain a permit from theDirector of Civil Aviation, Hong Kong.

5.4.2. Application.

5.4.2.1. Applications for permits must be in writing or by telegram and containthe following information. Only the initial letters need be quoted :—

(a) Nationality and registration marks of aircraft.

(6) Type of aircraft.

(c) Name of owner.

(d) Name of charterer (if any).

(e) Name of local agent (if other than c or d).

(}) Purposes of journey and whether passengers or cargo or both areto be carried.

(g) Final destination and points of landing for traffic purposes en route.

(h) Day of departure and/or arrival at Hong Kong Airport.

(?) Any other information "which may be helpful in considering theapplication or may be asked for by the Director of Civil Aviation.

5.4.2.2. The application should be delivered to the Department of Civil Aviation,Hong Kong, at least one clear day before the proposed flight.

5.4.3. General.

5.4.3.1. Permits may contain such conditions as the Director of Civil Aviationthinks fit.

5.4.3.2. The captain of an aircraft must show his permit to the Air Traffic ControlOfficer-on-duty, Hong Kong Airport, when obtaining flight clearance.This officer has authority to alter the date of the flight by one da}' eitherway, if requested.

5.4.3.3. The captain of an aircraft which lands in the Colony for non-trafficpurposes \ \ i l l , before departure, be required to sign, at Air Traffic Control,a certificate that the flight is not subject to a permit under the aboveRegulations.

iartment of Civil Aviation,Hong- Kong.

SAR~6"3 AJ.P. HONG KONG—F.I.R,1/6/54

1.2. Distress Communication Procedures.

>.2.i. Action by aircraft in Distress:

The provision of effective assistance to aircraft and personnel in distress depends,to a large extent, on the receipt of timely and accurate information by the groundorganization. Whenever possible, signals appropriate to the degree of distress shouldbe transmitted in plain language or "Q" Code before the situation has deterioratedto the extent requiring an S.O.S. call and whilst the aircraft still has sufficient heightto make communication with a ground communication station reasonably certain.When a captain of an aircraft considers that a state of "Distress'', "Urgency", or"Safety5* exists he will use the following signals:

6.2.1.1. "Distress". Aircraft threatened by grave and imminent danger and in needof immediate assistance.

6.2.1.2. "Urgency". Aircraft has a very urgent message to transmit concerning thesafety of a ship, aircraft or other vehicle, or of some person on board orwithin sight.

6.2.1.3. "Safety". Aircraft has a message to transmit concerning the safety of navi-gation or giving important meteorological warnings.

>.2.2. DISTRESS:

6.2.2.1. The distress call sent by radiotelegraph shall comprise: —S.O.S. (3 times), the word DE, the aircraft callsign (3 times).

6.2.2.2. The distress call sent by radiotelephony shall comprise: —MAYDAY (3 times), the words THIS IS, the aircraft callsign (3 times).

6.2.2.3. The distress call shall be followed as soon as possible by the distress message.This message shall comprise: —(a) the distress call;(b) the identification of the aircraft in distress ^(c) particulars of its position(d) nature of distress and kind of assistance required(e) any other information which might facilitate rescue (this should include

intention of person in command such as forced alighting on the sea orcrash landing).

..2.3. URGENCY:

6.2.3.1. In radiotelegraphy i the urgency signal shall comprise of three repetitions ofthe group XXX,

6.2.3.2. In radiotelephony, the urgency signal shall comprise of the expression PANrepeated three times.


A.LP. HONG KONG—F.I.R. SAR-6-41/6/54

6.2.3.3. The urgency signal shall precede the call from a station to indicate that thestation calling has a very urgent message to transmit concerning the safetyof a ship, aircraft or other vehicle, or of some person on board or within sight.

6.2.4. SAFETY:

6.2.4.1. In radiotelegraphy the safety signal shall comprise of three repetitions of thegroup TTT.

6.2.4.2. In radiotelephony the urgency signal shall comprise of the expressionSECURITE (pronounced as the French word "securite") repeated three times.

6.2.4.3. The safety signal shall precede the call from a station to indicate that thestation is about to transmit a message concerning the safety of navigationor giving important meteorological warnings.

6.2.5. MESSAGE DETAILS:

6.2.5.1. Messages contained in the foregoing paragraphs should follow as quickly aspossible after initial call and the Radio operator is not to await a receipt forthe initial call before sending the text of the message, if such messages areimmediately available.

6.2.5.2. In certain cases it may be possible to combine the initial call and themessage. This, of course, will depend on the time available, and is at thediscretion of the Captain of the aircraft.

6.2.6. ALTERNATIVE COMMUNICATIONS :

6.2.6.1. If W/T contact on the normal control frequency has been unsuccessful the"distress", "urgency" or "safety" call and messages should be repeated onthe HF/DF frequency.

6.2.6.2. If unable to obtain an acknowledgment of these messages then aircraft shouldchange to the distress frequency (frequency 500 kcs) and repeat the calls andmessages, using normal international procedure.

6.2.6.3. Attempts to establish voice communication should also be carried out.

6.2.6.4. In tne event of successful W/T or R/T contact the controlling authority mayadvise the aircraft to change from normal control frequencies to the distressfrequencies. If aircraft are unable to make contact on these distress frequenciesthey will immediately change frequency back to that of the successful contact.

Department of Civil Aviation,Hong Kong*.

SAR~6"5 AJLP. HONG KONG—F.I.R.1/6/54

2.7. CANCELLATION OF DISTRESS, URGENCY AND SAFETY MESSAGES.

6.2.7.1. Once the conditions, which led to the transmission by an aircraft of any degreeof such messages, no longer apply, it is of the utmost importance to cancel themessage. Such cancellation must be sent on all frequencies on which theoriginal message was sent and must be given the priority applicable to the newconditions. The cancellation should be followed by an amplifying report to theground control station using the same priority.

.2.8. CONTROL OF SEARCH AND RESCUE AIRCRAFT AND CO-OPERATINGSURFACE VESSELS.

6.2.8.1. W/T communications with Civil and Service aircraft on search and rescueoperations will normally be on the HF distress frequency. Control wil l beexercised by the appropriate Air Traffic Centre.

6.2.8.2. R/T communications with search and rescue aircraft will be on the VHF R/Tdistress frequency, 121.5 mcs. °r such frequency so required by Hong KongA.T.C.

6.2.8.3. Royal Navy vessels temporarily engaged on air/sea rescue duties. W/T andR/T communication will be on naval frequencies, control being exercised bythe appropriate naval authority. Where prior arrangement is made, W/Tcommunication on the HF distress frequency should be available with theHong Kong Air Traffic Centre.

6.2.8.4. Royal Air Force Marine Craft. Where the craft are fitted with suitable equip-ment communication with R.A.F. marine craft on air/sea rescue, duties will beby R/T or W/T on the appropriate distress frequency. W/T control will beexercised by the Hong Kong Air Traffic Centre, through the Royal Air ForceAir Liaison Officer.

6.2.8.5. Merchant Ships. Distress and rescue communications with ocean-going vesselswill be by W/T as detailed by the Air Traffic Control Co-ordination Centre.

6.2.9. COMMUNICATIONS BETWEEN SEARCH AND RESCUE AIRCRAFT ANDCO-OPERATING SURFACE VESSELS.

6.2.9.1, Communications between co-operating aircraft will normally be by R/T on theVHF distress frequency. Where either aircraft is not so fitted, communicationwill be by W/T on the HF distress frequency, or other W/T or R/Tfrequencies.


A.I.P. HONG KONG—F.I.R. SAR-6-61/3/54

6.2.9.2. Royal Naval air/sea rescue vessels, other naval vessels temporarily engaged onair/sea rescue operations, R.A.F. Marine Craft, and civil craft so fitted, will com-municate with co-operating aircraft by R/T on the VHP distress frequency.Where this is not practicable, communication will be by W/T on the HF distressfrequency or by signal lamp.

6.2.9.3. Communication by search and rescue aircraft with merchant ships should beestablished by one of the following methods:—

6.2.9.3.1. By W/T on the international distress frequency (500 kcs.) using inter-national procedure and "Q" Code or plain language.

6.2.9.3.2. By signal lamp using plain language.

6.2.10. SIGNALS CONDUCT OF SEARCH AND RESCUE OPERATIONS.

6.2.10.1. Details of W/T and R/T watches to be kept by aircraft and co-operatingsurface craft are contained in the signals operating instructions.

6.2.10.2. Contact with the A.T.C.C., if necessary through the applicable operatingagencies, and any co-operating surface craft must be established by searchaircraft on W/T and R/T as soon as possible after take-off.

6.2.10.3. Whilst on search, aircraft and surface craft must maintain W/T silence onthe international distress frequency (500 kcs.) during the periods 15 to 18 and45 to 48 minutes past each hour and listen out for distress calls fromdinghy radio.

6.2.10.4. Rapid transmission of accurate information is the most important considera-tion in rescue operations. The form of message, either plain language orcode, best suited to achieve this aim, is to be used. The use of plainlanguage will be the rule where units of other services or civil organizationsare co-operating.

6.2.10.5. The following procedure is to be adopted by search aircraft and co-operatingsurface craft on receipt of distress calls on the international distressfrequency : —

6.2.10.5.1. The aircraft or surface craft is to be homed by D/F loop on thetransmissions. If the transmissions cease before visual contactis made, the captain of the aircraft or surface craft may, at hisdiscretion, modify the original search plan according to theimplication of the bearings received.
