Dark Moment's 'Idiot's Guide' to landing the right way up on the infamous R13:
Remove cabin staff from knee. Approaching from over the South China Sea, set your NAV1 radio to Cheung Chau VOR (CH VOR, 112.30) or Tathong Point (TH VOR, 115.50) to the east of it if you can't pick up CH VOR immediately. When approaching 100 DME (miles from) CH VOR descend to FL 150 (15000 ft). When passing 30 DME CH reduce your speed to 250 knots and descend to 8000 ft. After passing CH VOR fly on heading 270 or R-270 at 6000 ft. Tune your ADF to 268 SL (SHA LO WAN) and proceed to GOLF, which is at D7 CH on the 270 CH VOR radial (7 miles west of Cheung Chau) and should show as such on your NAV1 DME readout. Your cross check is that the ADF arrow should now point due north (90° to your right). Descend to 4500 ft, turning right heading 045 to pass over the 268 SL NDB (nondirectional radio beacon). Now tune your NAV1 to intercept the Kai Tak IGS localiser (IGS/DME 111.90 KL - note also that the ILS/DME is 109.90 IHK but use the IGS). Establish your 088 course on the IGS localiser, follow the glide path and reduce to normal approach speed for landing on R13 (which varies according to your aircraft - see specific documentation with each model). Final approach is visual and is the infamous bit. Turn right 47° towards runway (which lies 135°) at the moment of intercepting MM (the audible Middle Marker alarm and panel light - big jets such as the B747 and A340 must turn 2-3 seconds before MM). If using autopilot APR mode (auto-descent on the glide slope) remember to switch off the autopilot before turning otherwise you'll suffer "Loss Of Terrain CLR", for which read that you'll modify Kowloon Tsai extensively by remaining on the IGS. Use the checkerboard to aid your visual approach - if you can't see it, either you're in Schenzen or you should go round again. If landing at night, you'll find the curved approach lights useful as well as pretty. Flare the ship for landing. Kill throttles, take the threshold at no less than 50 ft. if you don't want to give the barman in the Aero Club a haircut. If you feel a gentle bump and hear the wheels touch, feel pleased with yourself. If your screen goes AWOL and your computer makes a noise like an epileptic goat in a biscuit tin, you blew it. Take up fishing, since you're in the water anyway.
Things to watch out for: very large lumps of terrain, Hong Kong viz, wind-shear and turbulence, birds, lack of ATC (you're on your own) and, of course, the runway. Things to do on the way down: extend flaps, sllooowww the ship but don't stall her, lower landing gear (important, that one), set autobrake and arm spoilers (as available, otherwise prepare to work hard on arrival as you've no co-pilot) and work out how to engage reverse thrust on touchdown (it's the F2 key, folks ... not applicable to 'Betsy' and friends ...). All this is handy if you don't want to take a bath, particularly in the larger jets.
After landing, take the high speed taxiway A11 (up to 60 knots) back to the Terminal and that wonderful Airport Bar. Don't forget to savour the aroma of The Fragrant Harbour ...
Missed Approach R13:
Providing you're not wedged in Lion Rock, are still airborne and heading around 135, establish and continue on the R31 IGS localiser, climbing to 4500 ft; at MM, turn right to intercept inbound traffic on TH VOR (115.50) R-315 and join the TH VOR holding pattern. Wipe brow, change trousers and go round again, more carefully this time.
Mark "Have altitude, not attitude" Beaumont, July 2000
(This simplistic 'fright plan' should be reasonably accurate and is based on VHHH ASIR and various FS imput/experience, but we can't wait to have all this torn to shreds by a real CX sky jockey. Any offers? Contact DarkMoment@swiremariners.com. Where are you, Cap'n Keith? In the meantime thank you, Jade Air [Asia's virtual airline] for the image above)