ENR 1.5  HOLDING, APPROACH AND DEPARTURE PROCEDURES

1  General

1.1 The holding procedures are based on criteria in ICAO DOC 8168 - OPS/611 Fourth Edition 1993, while approach and departure procedures are based on DOC 8168 Fourth Edition 1993.
1.2 Due to the proximity of the FIR boundary to the north, pilots carrying out holding procedures are advised to maintain a careful cross-check of aircraft positions by the use of appropriate navigational aids to ensure that the aircraft remains within the Hong Kong FIR.
1.3 EXPECTED APPROACH TIME (EAT) OR ONWARD CLEARANCE TIME (OCT)
1.3.1 An expected approach or onward clearance time will be determined for an arriving aircraft that will be subjected to a delay of 15 minutes or more.
1.3.2 If it is necessary to delay aircraft by holding, pilots will be advised of an expected approach or onward clearance time, or given a further clearance time.
1.3.3 The EAT or OCT will be given prior to entering the holding pattern. This time, in addition to giving the delay expectation, also caters for the possibility of radio failure (see para 7). Subsequently pilots may be given a specific time at which they should leave the holding pattern. It is important that pilots arrange their holding path so as to leave the holding pattern as near as possible to this time in order that an expeditious traffic flow can be maintained.
1.4 TERMINAL HOLDING PROCEDURES
1.4.1 ENTRY PROCEDURE
The entry into the holding patterns shall be in accordance with the three-sector entry procedure as prescribed in ICAO DOC 8168 - OPS/611 Fourth Edition 1993.
1.4.2 RATE OF TURN
All turns are to be made at a bank angle of 25º or at a rate of 3º per second, whichever requires the lesser bank.
1.4.3 DESCENT PROCEDURE
When directed to join a holding pattern, pilots shall reach their assigned level or altitude prior to or coincident with, arrival at the holding fix. This is to avoid step-descents in the holding pattern and to maintain the appropriate traffic sequence.
1.4.4 See ENR 3.6 En-route Holding for a detailed description of holding procedures.
1.5 SID, STAR AND TERMINAL TRANSTITIN ROUTES (TTR)
1.5.1 Within Hong Kong TMA, a number of SID, STAR and TTR are established for flights departing from and/or arriving at Hong Kong and Macao.
1.5.2 Aircraft departing Hong Kong or Macao transiting the Hong Kong FIR shall flight plan via the relevant TTR as required according to flight planning requirement in ENR 1.10.
1.5.3 Arriving flights to Hong Kong or Macao shall flight plan via the relevant TTR as required according to flight planning requirement in ENR 1.10.
1.5.4 For aircraft climbing or descending, a minimum rate of change of 500 feet per minute is assumed. Pilots unable to comply shall inform ATC.

2  Arriving Flights to Hong Kong

2.1 STANDARD INSTRUMENT ARRIVAL (STAR) PROCEDURES
2.1.1 Unless specifically notified, an IFR arrival should expect a Standard Instrument Arrival (STAR).
2.1.2 RNP 1 STARs have been implemented in Hong Kong TMA. See GEN 1.5 para 3.5.3 for details of RNP 1 requirement and the Exemption Policy.
2.2 DESCENT PROFILE
2.2.1 To facilitate safe traffic integration and provide vertical separation between converging traffic in the Hong Kong TMA, pilots shall plan their descent profile in accordance with the published STAR procedures.
2.3 SPEED CONTROL 
2.3.1 Speed control is used to optimise the spacing between aircraft and reduce the overall delay to traffic. Speed control shall be in force unless otherwise advised - pilots will be individually informed by ATC when speed control is cancelled.
2.3.2 Unless otherwise instructed, arriving aircraft shall fly at 250 KIAS or less below 10 000 ft AMSL. Pilots shall also comply with speed control restrictions as published in the STARs and Instrument Approach Procedures. ATC may issue further speed adjustment instructions during the various phases as and when required by traffic situations.
2.3.3 The minimum inter-arrival spacing at HKIA is 3.0 NM, subject to wake turbulence separation. Pilots shall inform Approach Control on first contact if the aircraft is unable to comply with the specified speeds in the Instrument Approach  Procedures, so that additional inter-arrival spacing can be provided. Pilots shall also advise Approach Control on first contact if the planned final approach speed is below 125 KIAS. The final approach speed is defined as the Reference Landing Speed (Vref) plus corrections.
2.4 SEQUENCING OF ARRIVING FLIGHTS BY VECTORING
2.4.1 Due to high traffic density within the Hong Kong TMA, arriving flights are normally sequenced by Hong Kong ATC units to achieve the maximum runway utilization within the parameters of safe separation minima, including vortex effect.
2.5 RADIO AIDS BEARING INDICATIONS
2.5.1 Pilots not receiving a good instrument indication from a specific aid should inform ATC accordingly and should not descend below 4 500 ft until they have positively identified their exact location.
2.6 TRACK KEEPING ACCURACY
2.6.1 STAR procedures are based on aircraft accurately following the published STAR track as defined by the navigation aids and reporting points listed below. Pilots may use FMS/RNAV equipment to fly the arrival procedures provided they monitor the track using the basic display normally associated with that procedure. Turn anticipation by the FMS/RNAV at STAR waypoints is permitted, however pilots shall comply with the published speed control procedures to limit the radius of turn unless otherwise advised by ATC.
2.6.2 If pilots are unable to follow the STAR track, they should request ATC assistance.
2.7 UNSERVICEABILITY OF AIRCRAFT EQUIPMENT
2.7.1 If arriving aircraft are unable to receive appropriate navigational information due to equipment unserviceability, pilots should request ATC assistance.
2.8 UNSERVICEABILITY OF GROUND EQUIPMENT
2.8.1 If ground based navigational aids are not available, ATC will provide an alternative arrival clearance or assist by vectoring.

3  Departing Flights from Hong Kong

3.1 STANDARD INSTRUMENT DEPARTURE (SID) PROCEDURES
3.1.1 Unless specifically notified an IFR departure shall expect a Standard Instrument Departure (SID).
3.1.2 RNP 1 SIDs have been implemented in Hong Kong TMA. See GEN 1.5 para 3.5.3 for details of RNP 1 requirement and the Exemption Policy.
3.1.3 Departing aircraft intending to cruise below the transition level shall follow the appropriate SID track and comply with individual ATC climb instructions.
3.2 DEPARTURE REPORT
3.2.1 After take-off, on first contact with ‘Hong Kong Departure’, the pilot shall state the aircraft call sign, report the passing altitude to the nearest 100 ft and assigned altitude.
3.3 SPEED CONTROL
3.3.1 Speed control shall be in force unless otherwise advised - pilots will be individually informed by ATC when speed control is cancelled.
3.3.2 Unless otherwise instructed, departing aircraft shall fly at 250 KIAS or less below 10 000 ft AMSL. Pilots shall also comply with speed control restrictions published in the SIDs. ATC may issue further speed adjustment instructions during the various phases as and when required by traffic situations.
3.4 TRACK KEEPING ACCURACY 
3.4.1 SID procedures are based on aircraft accurately following the published track as defined by the SID navigation aids, significant points and waypoints. Pilots shall comply with the published speed control procedures to limit the radius of turn, unless otherwise advised by ATC.
3.4.2 If aircraft are unable to follow the SID track, pilots should advise ATC and request assistance.
3.4.3 On termination of a SID, aircraft must connect to the appropriate terminal transition route. Terminal transition routes are detailed in chapter ENR 3.1.
3.5 ALLOCATION OF CRUISING LEVEL
3.5.1 Aircraft can expect notification of their final cruising level at least 10 minutes prior to crossing the TMA boundary, except for traffic routeing via BEKOL.
3.5.2 Traffic routeing via BEKOL can expect climb to S0480 or above soon after departure.
3.5.3 Flights departing from or entering Hong Kong FIR will be allocated specific flight levels depending on the flight planned route. The Flight Level Assignment Schemes (FLAS) adopted by Hong Kong ATC and adjacent ACCs are detailed in ENR 1.8 para. 8.2
3.6 REACHING ASSIGNED CRUISING LEVEL
3.6.1 To ensure efficient coordination with adjacent units, aircraft are required to reach the assigned cruising level at or before the boundary of the Hong Kong TMA as indicated below.
TMA Exit Point Specified Location
BEKOL BEKOL*
DOTMI SOUSA (42 NM before DOTMI)
ELATO 20 NM before ELATO
ENVAR ENVAR
EPDOS EPDOS
IDOSI SURFA (23 NM before IDOSI)
KAPLI 20 NM before KAPLI
LELIM BESDA (62 NM before LELIM)
NOMAN 20 NM before NOMAN
SABNO 20 NM before SABNO
SIKOU DAGBU (41 NM before SIKOU)

* Traffic departing from Hong Kong routeing via BEKOL and transiting Guangzhou FIR is required to cross BEKOL at S0480 (FL 157) or above.

3.6.2 Failure to do so may result in the loss of standard separation. To guard against this possibility, pilots of aircraft that are unable to reach assigned levels as required are to inform ATC as soon as possible, so that an alternative clearance can be coordinated.
3.7 UNSERVICEABILITY OF AIRCRAFT EQUIPMENT
3.7.1 If departing aircraft are unable to receive appropriate navigational information due to equipment unserviceability, pilots should request ATC assistance.
3.8 UNSERVICEABILTY OF GROUND EQUIPMENT
3.8.1 If ground based navigational aids are not available, ATC will provide an alternative departure clearance or assist by vectoring.

4  Arriving Flights to Macao

4.1 PROVISION OF SERVICES
4.1.1 Hong Kong ATC will provide an ATS surveillance service to aircraft on approach and missed approach to/from Macau International Airport whilst they are transiting Hong Kong airspace. 
4.2 SPEED CONTROL
4.2.1 The following speed restrictions are applicable to Macao instrument approach procedures:
  1. maximum approach turning speed 190 KIAS;
  2. maximum missed approach turning speed 185 KIAS.
4.2.2 Pilots unable to comply with the specified speed restriction should inform ATC as soon as possible so that alternative action can be taken.
4.3 LOSS OF COMMUNICATION
4.3.1 In the event of loss of communication, aircraft shall comply with the STAR procedure and join the approach feed-in procedure for the notified runway.

5  Departing Flights from Macao

5.1  Provision of Service
5.1.1 Hong Kong ATC will provide an ATS surveillance service to aircraft on departure from Macao whilst they are transiting Hong Kong airspace.
5.2  Speed Control
5.2.1 Pilots shall comply with speed control restrictions published in the SIDs.
5.2.2 Pilots unable to comply with the specified speed restriction should inform ATC as soon as possible so that alternative action can be taken.
5.3  Loss of Communication
5.3.1 In the event of loss of communication, aircraft shall comply with the last acknowledged clearance up to the next reporting point in the SID/ Terminal Transition Route procedure, then climb to the flight planned cruising level and follow the SID/ Terminal Transition Route track to the Hong Kong TMA exit point.

6  Deviation from Flight Plans, ATC Clearances, Instrument Approach and Departure Procedures

6.1  Legislation
6.1.1 The rules for flight under Instrument Flight Rules and Visual Flight Rules are contained in the Air Navigation (Hong Kong) Order 1995.
6.2  Deviation from Flight Plans
6.2.1 Aircraft may not deviate from current flight plans without the prior approval of ATC, except in an emergency which necessitates immediate action. Aircraft that have deviated from their flight plan in such emergencies are to inform ATC as soon as possible, to enable ATC to resolve any traffic conflictions resulting from the action.
6.3  Deviation from Air Traffic Control Clearances
6.3.1 ATC Clearances and instructions may not be deviated from except in an emergency as in para 6.2.1 above.
6.4  Deviation from Instrument Approach and Departure Procedures
6.4.1 Except in an emergency as in para 6.3.1 above aircraft may not deviate from standard instrument approach or departure procedures without the prior approval of ATC.
6.4.2 If visual reference is established before the completion of an instrument approach procedure, the entire procedure must be flown, until clearance to change the flight path has been requested by the pilot and granted by ATC.

7  Radio Communication Failure Procedure

7.1 In the event that radio communication failure prevents an aircraft, flying within controlled airspace, from maintaining a continuous listening watch on the appropriate radio frequency, and from making contact as necessary, the aircraft shall comply with one of the following procedures.
7.2  Arriving Aircraft
7.2.1 If in VMC, continue to fly in VMC and land at the nearest suitable aerodrome. 
7.2.2 For an aircraft inbound to Hong Kong, i.e. a planned arrival or diversion arrival, if in IMC, or when the pilot of an IFR flight considers it inadvisable to complete the flight in accordance with para 7.2.1 above, the pilot shall:
  1. if a specific STAR procedure has been designated and acknowledged prior to the occurrence of radio communication failure, comply with the radio communication failure procedures in para 7.2.3 below, or
  2. if no specific STAR procedure has been designated or acknowledged prior to the occurrence of radio communication failure, endeavour to ascertain the landing direction from any means available (see para 7.2.5 below). Follow procedures i) or ii) listed below, then comply with the radio communication failure procedures in para 7.2.3:
    1. arrivals should proceed in accordance with the STAR procedure appropriate to their ATS route and landing direction;
    2. arrivals from SIERA should proceed in accordance with SIERA n A or SIERA n B STAR according to the landing direction.
7.2.3 Proceed according to the STAR route to the termination point (LIMES for RWY 07L/RWY 07C/RWY 07R, RIVMI or LUDLA for RWY 25L/RWY 25C/RWY 25R), descend in accordance with the published descent planning profile of the relevant STAR procedure, thence:
  1. For RWY 07L/RWY 07C/RWY 07R
    Enter the LIMES holding pattern, then descend to 4 500 ft and carry out the appropriate ILS approach procedure.
  2. For RWY 25L/RWY 25C/RWY 25R via RIVMI
    Enter the RIVMI holding pattern, then descend to 4 500 ft and carry out the appropriate ILS approach procedure.
  3. For RWY 25L/RWY 25C/RWY 25R via LUDLA
    Enter the LUDLA holding pattern, then descend to 4 500 ft and carry out the appropriate RNP AR approach procedure.
7.2.4 The flight shall be arranged to arrive over the approach facility as closely as possible to the ETA as indicated in the filed flight plan and revised in accordance with the current flight plan.
7.2.5 Dependent on the nature of the radio communication failure pilots may obtain information on the landing runway from the following sources : ATIS, D-ATIS, ACARS, satellite phone, etc. In the absence of such information, pilots should rely on the best available information (e.g. aerodrome weather forecasts, meteorological reports or any other relevant information obtained prior to the communication failure), and decide on the most appropriate landing direction. To assist the pilot in ascertaining the landing direction, the ILS and approach lighting for the runway(s) in use will be switched on. The ILS and approach lighting for other runways will be switched off.
7.3  Arriving Aircraft Under Vectoring
7.3.1 When an arriving aircraft is being radar vectored, if no transmissions are heard on the frequency in use for a period of one minute, a signal check is to be made. If the signal check indicates a radio communication failure, comply with the procedures in para 7.2.3 above. If the aircraft is below the minimum sector altitude, the pilot shall immediately climb to the minimum sector altitude then carry out an ILS approach in accordance with the published procedure.
7.4  Departing Aircraft
7.4.1 The pilot shall comply with the last acknowledged clearance up to the next reporting point in the SID or Transition Route, then climb to the flight planned cruising level and follow the SID and Transition Route to the TMA boundary. Thereafter comply with the flight planned routeing.
7.5  Aircraft Overflying Hong Kong FIR
7.5.1 If in VMC, continue to fly in VMC and land at the nearest suitable aerodrome.
7.5.2 If in IMC, or when the pilot of an IFR flight considers it inadvisable to complete the flight in accordance with para. 7.5.1 above, the pilot shall maintain the last assigned speed and level, or minimum flight altitude if higher, for a period of 20 minutes following the aircraft’s failure to report its position over a compulsory reporting point and thereafter adjust level and speed in accordance with the filed flight plan. 
7.6  Departing or Overflying Aircraft Under Vectoring
7.6.1 The pilot shall maintain the last assigned speed and level, or minimum flight altitude if higher, for a period of 7 minutes following:
  1. the time the last assigned level or minimum flight altitude is reached; or
  2. the time the transponder is set to 7600; or
  3. the aircraft’s failure to report its position over a compulsory reporting point;

whichever is later, and thereafter adjust level and speed in accordance with the filed flight plan.

7.6.2 When being vectored without a specified limit, the flight shall rejoin the flight plan route no later than the next significant point, taking into consideration the applicable minimum flight altitude.
7.7  SSR Procedure
7.7.1 Suitably equipped aircraft are to select Mode C, code 7600 to indicate radio communication failure.
7.8  RVSM Airspace Procedure
7.8.1 If an RVSM compliant aircraft experiences a radio communication failure whilst operating in RVSM airspace, ATC shall consider the aircraft to be non-RVSM compliant and shall apply 2 000 ft vertical separation from all other traffic.
7.9  Receiver or Transmitter Failure Only
7.9.1 Aircraft which experience failure of transmitting or receiving facility only, shall proceed in accordance with para. 7.1 above, but shall also:
  1. In the event of receiver failure, transmit intentions and subsequently transmit position reports etc. on the appropriate frequency; and
  2. In the event of transmitter failure, continue to maintain watch on the appropriate ground/air frequencies.
7.10  Action to be Taken by ATC (For information only)
7.10.1 When unable to maintain two-way communication with an aircraft which has been given ATC clearance to enter a control zone or control area, or when ATC is unable to establish communication with an aircraft in accordance with standard procedures, two-way communication failure will be assumed. ATC will act in the following manner unless it is known that the aircraft is not adhering to the flight plan received:
  1. Maintain separation between aircraft on the assumption that aircraft experiencing radio failure will adopt the procedures in paras 7.2, 7.3, 7.4, 7.5 and 7.6 above;
  2. Transmit on the appropriate air/ground channels the altitude, route and EAT, or ETA, to which it is assumed the aircraft is adhering, and the weather conditions at the destination aerodrome and suitable alternates (when this information is already being transmitted on the appropriate channels either by routine broadcast, or in messages to other aircraft, a special transmission will be made only at the discretion of ATC). If practicable, the weather conditions in the area, or areas, suitable for a descent through cloud procedure will also be transmitted;
  3. Endeavour by means of any available ATS surveillance systems to check whether the aircraft is receiving, and able to comply with instructions from ATC, and subsequently, to give all possible guidance to the aircraft;
  4. Inform the operator concerned, or his designated representative;
  5. Inform ATC at the alternate aerodrome, or the appropriate ATCC, of the circumstances; if (by agreement with the operator or his designated representative) instructions to divert are transmitted to the aircraft, transmit the latest weather report and any current unserviceability report of approach aids at the alternate, and request the appropriate ATC unit to attempt to establish communication with the aircraft.
7.10.2 Before presuming that the aircraft has proceeded to another area or aerodrome, ATC will allow:
  1. A period of 30 minutes after the last acknowledged EAT;
  2. If no EAT has been acknowledged, a period of 30 minutes after the last acknowledged ETA; or
  3. If no ETA has been acknowledged, a period of 30 minutes after the ETA computed from the last acknowledged position report and the flight plan times for subsequent sectors of the flight.
7.10.3 If the aircraft has not reported or landed by the end of the appropriate period, alerting action will be initiated and pertinent information concerning the aircraft will be given to the operating agencies and/or the pilots of any other aircraft concerned and normal operations resumed if they so desire. It is the responsibility of the operating agencies and/or the pilots of aircraft to determine whether they will resume normal operations or take other action.
7.10.4 The period referred to in para 7.10.2 above will be reduced when:
  1. Through the use of electronic or other aids, ATC can determine the position of the aircraft experiencing the failure, and can determine that action contrary to that prescribed above can be taken without impairing safety; or
  2. It becomes known that the aircraft has landed.