Kai Tak Airport

Kai Tak Airport 啟德機場
IATA: HKG ICAO: VHHH
Summary
Airport type	Public
Owner	Civil Aviation Department
Serves	Hong Kong
Elevation AMSL	9 m / 28 ft
Coordinates	22°19′43″N 114°11′39″E
Runways
Direction Length Surface m ft 13/31 (Closed) 3,390 11,122 Paved

Kai Tak Airport
Traditional Chinese	啟德機場
Simplified Chinese	启德机场
Jyutping	Kai2 dak1 gei1 coeng4
Transcriptions Standard Mandarin Hanyu Pinyin Qĭdé Jīchǎng Wade–Giles Ch'i3 te2 chi1 ch'ang2 Yue: Cantonese Jyutping Kai2 dak1 gei1 coeng4

Kai Tak Airport (officially Hong Kong International Airport from 1954 to closure ) was the international airport of Hong Kong from 1925 until 1998. On July 6 1998, the airport was replaced by the new Hong Kong International Airport at Chek Lap Kok.

The airport was home to Hong Kong's international carrier Cathay Pacific, as well as regional carrier Dragonair, freight airline Air Hong Kong, Hong Kong Airways and Hong Kong Express. With numerous skyscrapers and mountains located to the north and its only runway jutting out into Victoria Harbour, the airport was infamously difficult to land at. It had one runway, runway 13/31.

Geographic environment

The airport was surrounded infamously by high rise buildings. The airport car park is at the centre, and offices are on the right of the photograph.

The airport from Kln City Regal Oriental Hotel in Kwun Tong District

Kai Tak is located on the north side of Kowloon Bay in Kowloon, Hong Kong. The vicinity is surrounded by rugged mountains. Less than 10 km to the north and northeast is a range of hills reaching an altitude of 2,000 ft (610 m). To the east of the runway, the hills are less than 5 km away. Immediately to the south of the airport is the Victoria Harbour, and further south is Hong Kong Island with hills up to 2,100 ft (640 m).

When Kai Tak closed there was only one runway in use, numbered 13/31 oriented southeast/northwest (134/314 degrees true, 136/316 degrees magnetic). The runway was made by reclaiming land from the harbour and had been extended several times since its initial construction. When the airport was closed, the length of the runway was 3,390 m.

Landing at Kai Tak was considered challenging. Depending on the landing direction, aircraft had to pass over densely populated areas in Kowloon at low altitudes. The infamous "checkerboard" approach to Runway 13 involved flying down an ILS-like "Instrument Guidance System," toward floodlit orange and white checkerboard patterns painted on a hilltop. The checkerboard served as the landmark for a sharp 47-degree right turn at about 100-meter altitude to align with the runway -- a marginal manoeuvre at best in a large, heavy jet -- often made more difficult by turbulence and strong crosswinds during the last part of final approach and at the runway. Many airplanes were damaged attempting this approach and landing.

At the northern end of the runway, buildings up to 6 stories rose just across the road. The other three sides of the runway were surrounded by Victoria harbour. The low altitude manoeuvre was so spectacular that some passengers have claimed to have witnessed the flickering of televisions through apartment windows as their aircraft approached the airport's landing strip.

The growth of Hong Kong also put a strain on the airport's capacity. The airport was designed to handle 24 million passengers per year but in 1996, Kai Tak had already handled 29.5 million passengers, plus 1.56 million tonnes of freight, making it the third busiest airport in the world in terms of international passenger traffic, and first in terms of international cargo throughput. The airport ran out of landing slots and parking bays, and flights often had to be diverted to other airports. Moreover, the clearance requirements for aircraft takeoffs and landings made it necessary for a limit on the height of the buildings that could be built in Kowloon to be enforced. The airport also caused serious noise pollution for nearby residents. A night curfew from midnight to about 6:30 in the early morning also hindered operations.

As a result, in the late 1980s, the Hong Kong Government began searching for alternative locations for a new airport in Hong Kong to replace the ageing airport. After deliberating on a number of locations including the southside of Hong Kong Island the government decided to build the airport on the island of Chek Lap Kok off Lantau Island. A huge number of resources were mobilised to build this new airport, part of the ten programmes in Hong Kong's Airport Core Programme. The new airport was officially opened on 6 July 1998; and in a testament to logistical planning, all the essential airport supplies and vehicles that were left in the old airport for operation (some of the non-essential ones had already been transported to the new airport) were transported to Chek Lap Kok in one early morning with a single massive move, after the last plane, a Cathay Pacific A340, took off from Kai Tak at 1:28 am. Kai Tak was subsequently closed, transferring its ICAO and IATA airport codes to the replacement airport at Chek Lap Kok.

History

File:Hk1946-kai-tak.jpg

Military activity at Kai Tak Airport, c.1946

File:Kai Tak Airport Circa 1945.jpg

Kai Tak Aerodrome Chart, c.1945

The story of Kai Tak started in 1924. The location of Kai Tak belonged to two plutocrats Ho Kai and Au Tak, who owned the land before the government acquired it (the land originally did not have a name), which explains the name of the airport. First planned as an estate site, the land was given to the government after the plan failed. Later Harry Abbot opened a flying school on the piece of land. Soon, it became a small airport for the Royal Air Force, flying clubs and pilot training centre. In 1928, a concrete slipway was built for seaplanes that used the adjoining Kowloon Bay. In 1936, the first domestic airline in Hong Kong was established.

Hong Kong fell into the hands of the Japanese in 1941 during World War II. In 1942 the Japanese army expanded Kai Tak, using many Allied prisoner-of-war (POW) labourers , creating two concrete runways, 13/31 and 07/25. During the process, its construction destroyed the historic wall of the Kowloon Walled City, as well as the 45 m (148 ft) tall Sung Wong Toi — a memorial for the last Song dynasty emperor, for materials. Japan surrendered shortly after the completion of the second runway in 1945.

From September 1945 to August 1946 it was a Royal Navy shore base "HMS Nabcatcher" the name previously attached to a Mobile Naval Air Base for the Fleet Air Arm. On 1 April 1947 a Royal Navy air station HMS Flycatcher was commissioned there.

An official plan to modify Kai Tak to a modern airport was released in 1954. In 1957, the original runways were replaced by a new NW/SE heading 2194 m runway extending into the Kowloon Bay completed by land reclamation. The runway was extended to 2529 m in 1970 and again to 3390 m in 1975. In 1962, the passenger terminal was completed.

An Instrument Guidance System (IGS) was installed in 1974 to aid landing on runway 13. Utilization of the airport under adverse conditions was greatly increased.

At its beginning, Kai Tak was "far away" from residential areas, but as both residential areas and the airport expanded, Kai Tak became too close to the residential areas. Its usage was close to, and for some time, exceeded the designed capacity. There was much talk about a new airport but nothing came of it, for various reasons. Finally in 1990, partly to boost the confidence of the population in the future of Hong Kong after the Tiananmen Square protests of 1989, the Hong Kong Government decided to go ahead with the so-called "Rose Garden Plan" of which the Chek Lap Kok International Airport was the centrepiece.

On July 6 1998 at 1:28 am, Kai Tak was finally retired as an airport. After 74 years of breathtaking landings, the final entries made in the control tower log book were simple, short and un-ceremonial:

• The last arrival: 1538 HOA 841 landed runway 13
• The last departure: 1705 CPA 3340 departed runway 13

The passenger terminal was later being used as government offices, automobile dealerships, a go kart racecourse, snooker, recreational facilities, a bowling alley, car sales showrooms and a golf range. Government reports later reviewed that Chep Lap Kok airport was not completely ready to be opened to public despite trial runs held. Water supply and sewage were not installed completely. Telephones were available but the lines were not connected. The baggage system did not undergo an extensive troubleshoot and passenger baggage as well as cargo, much of which was perishable, were lost. The government decided to temporarily reactivate Kai Tak's cargo terminal to minimize the damage caused by a software bug in the new airport's cargo handling system.

Between December 2003 and January 2004, the passenger terminal was demolished.

Many aviation enthusiasts were upset at the demise of Kai Tak because of the unique approach. As private aviation is not allowed at Chek Lap Kok (moved to Sek Kong Airfield), some enthusiasts had lobbied to keep around 1 km of the Kai Tak runway for general aviation, but the suggestion was rejected as the Government had planned to build a new cruise terminal at Kai Tak.

Operations

A Cathay Pacific B747 landing on the Kai Tak Airport

Terminal

The Kai Tak airport consisted of a linear terminal building with a car park attached at the rear. There were eight air-bridged gates attached to the terminal building.

Airlines based at Kai Tak

Several airlines were based at Kai Tak:

• Cathay Pacific Airways Limited operated a mixed Airbus, Boeing and some Lockheed all-widebody fleet of one hundred aircraft, providing scheduled services to the rest of Asia, Australia, New Zealand, the Middle East, Europe, South Africa and North America.
  • Dragonair
• Air Hong Kong Limited
• Hong Kong Airways

Other tenants included:

• Hong Kong Aviation Club
• Government Flying Service
• DFS Kai Tak Market
• Häagen Dazs
• Tin Tin Airport Restaurant

Runway 13 approach

Layout of Kai Tak Airport prior to its 1998 closure

The landing approach using runway 13 at Kai Tak was spectacular and world-famous. To land on runway 13, an aircraft first took a descent heading northeast. The aircraft would pass over the crowded harbour, and then the very densely populated areas on Western Kowloon. This leg of the approach was guided by an IGS (Instrument Guidance System, a modified ILS) after 1974.

Upon reaching a small hill marked with a checkerboard in red and white, used as a visual reference point on the final approach (in addition to the middle marker on the Instrument Guidance System), the pilot needed to make a 47° visual right turn to line up with the runway and complete the final leg. The aircraft would be just two nautical miles (3.7 km) from touchdown, at a height of less than 1,000 feet (300 m) when the turn was made. Typically the plane would enter the final right turn at the height of about 650 feet (200 m) and exit it at the height of 140 feet (43 m) to line up with the runway.

Landing the runway 13 approach was already difficult with normal crosswinds since even if the wind direction was constant, as it was changing relative to the airplane when the 47° visual right turn is being made. The landing would become even more challenging when crosswinds from the northeast were strong and gusty during typhoons. The mountain range northeast of the airport also makes wind vary greatly in both speed and direction; thus, varying the lift of the airplane. From a spectator's point of view, watching large Boeing 747s banking at low altitudes and taking big crab angles during their final approaches was quite thrilling. Despite the difficulty, it was nonetheless used most of the time due to the prevailing wind direction in Hong Kong.

Due to the turn in final approach, ILS was not available for runway 13 and landings had to follow a visual approach. This made the runway unusable in low visibility conditions.

Runway 31 approach

Landing from 31 was just like other normal runways in terms of landing where ILS landing was possible. For takeoffs, aircraft had to make a sharp left turn soon after takeoff to avoid the hills (a reverse of what landing traffic would do on Runway 13). Because the taxiway next to the runway would have been occupied by aircraft taxiing for takeoff, landing traffic could only exit the runway right at the end.

Accidents

Despite the challenging approach and mountainous geographical surroundings, there were relatively few accidents at Kai Tak. There were many instances of significant aircraft damage from unstabilized approaches, particularly following the "checkerboard turn" to Runway 13 in strong crosswinds and turbulence (damaged landing gear, engine nacelles and flaps slammed onto the runway, excursions off the runway, etc.). Some of the most serious accidents at Kai Tak during its seventy years of service were:

• 21 December 1948 - A Douglas DC-4 of Civil Air Transport struck Basalt Island after a descent through clouds. 33 were killed.
• 24 February 1949 - A Douglas DC-3 of Cathay Pacific crashed into a hillside near Braemar Reservoir after aborting an approach in poor visibility and an attempt to go around. 24 were killed.
• 11 March 1951 - A Douglas DC-4 of the Pacific Overseas Airlines crashed after take off into the hills between Mount Butler and Mount Parker on the Hong Kong Island. The Captain of the aircraft allegedly failed to execute the turn left operation after departure. 23 were killed.
• 09 April 1951 - A Douglas DC-3 of Siamese Airways lost control on its turn while attempting a night-time visual approach. The captain allegedly allowed the aircraft to lose flying speed while attempting to turn quickly. 16 were killed.
• Jan 1961 - A US military Douglas DC-3 crashed on Mount Parker after take off.
• 24 August 1965 - A US Marines Lockheed Hercules C-130 lost control shortly after take off from runway 13. The plane plunged and sank into the harbour. 59 of the 71 Marines on board were killed. This was the deadliest accident at Kai Tak.
• 30 June 1967 - A Thai Airways International Sud Aviation SE-210 Caravelle III crashed into the sea while landing during a typhoon. The co-pilot, who was flying the aircraft, allegedly made an abrupt heading change, causing the aircraft to enter into a high rate of descent and a crash into the sea short of the runway. 24 were killed.
• 2 September 1977 - A Canadair CL-44 of Transmeridian Air Cargo lost control and crashed into the sea on fire shortly after take-off. The no. 4 engine was said to have failed, causing an internal fire in the engine and the aircraft fuel system that eventually resulted in a massive external fire. 4 were killed.
• 9 March 1978 - A hijacker boarded a China Airlines Boeing 737-200, demanding to be taken to China. The hijack lasted less than a day, and the hijacker was killed.
• 18 October 1983 - A Lufthansa Boeing 747 freighter abandoned take off after engine #2 malfunctioned, probably at speed exceeding V₁ (the takeoff/abort decision point). The aircraft overran the runway onto soft ground and sustained severe damage. 3 were injured.
• 31 August 1988 - The right outboard flap of a China CAAC Hawker Siddeley Trident hit approach lights of runway 31 while landing under rain and fog. The right main landing gear then struck a lip and collapsed, causing the aircraft to run off the runway and slip into the harbour. 7 were killed.
• 4 November 1993 - A China Airlines Boeing 747-400, China Airlines Flight 605, overran the runway while landing during a typhoon. The wind was gusting to gale force at the time. Despite the plane's unstable approach the captain did not go around. It touched down more than 2/3 down the runway and was unable to stop before the runway ran out.
• 23 September 1994 - A Lockheed Hercules lost control shortly after take off from runway 13. The pitch control system of one of its propellers was said to have failed. 6 were killed.

Incidents

• One of the world's early commercial aircraft hijacks was that of Miss Macau, a Catalina operated by a Cathay Pacific subsidiary, which was bound for Hong Kong. Shortly after take-off in Macau on July 16, 1948, four armed hijackers entered the cockpit. The hijackers shot the pilot, whose wounded body fell onto the control stick, causing the plane to crash into the sea. Twenty-six were killed; only the hijack leader survived. (The world first commercial hijack is believed to have occurred to a Peruvian flight in 1930 or 1931.)

• Al-Qaeda's Ramzi Yousef had planned to blow up U.S airliners from Kai Tak Airport as part of the Bojinka Plot.

• 11 April 1955 - Air India "Kashmir Princess", a Lockheed Constellation, crashed into the sea after a bomb explosion, killing 16. A Kuomintang agent had planted the bomb on the plane during its transit in Hong Kong Airport in an attempt to kill People's Republic of China Prime Minister Zhou Enlai.

Future plans for the site

Airport forecourt

2002 blueprint

In October 1998, the Government drafted a new plan for the old Kai Tak Airport site, involving a reclamation of 219 hectares. After it received a large number of objections, the Government scaled down the reclamation to 166 hectares in June 1999. The Territorial Development Department of the Hong Kong SAR Government conducted a new study on the development of the area, entitled "Feasibility Studies on the Revised Southeast Kowloon Development Plan" which commenced in November 1999, and a new public consultation exercise was conducted in May 2000, land reclamation was further scaled down to 133 hectares. The new plans based on the feasibility studies was passed by the Chief Executive in July 2002. There were plans for the site of Kai Tak to be used for housing development, which was once projected to house around 240,000-340,000 residents. Due to calls from the public to protect the harbour and participate more deeply in future town planning, the scale and plan of the project are yet to be decided. There will also be a railway station and maintenance centre in the proposed plan for the Shatin to Central Link.

There were also proposals to dredge the runway to form several islands for housing, to build a terminal capable of accommodating cruise ships the size of the Queen Mary 2, and more recently, to house the Hong Kong Sports Institute, as well as several stadia, in the case that the institute is forced to move so that the equestrian events of the 2008 Summer Olympics may be held at its present site in Sha Tin.

On January 9, 2004 the Court of Final Appeal in Hong Kong ruled that no reclamation plan for Victoria Harbour could be introduced unless it passed an "overriding public interest" test. Subsequently, the Government abandoned the plans proposed in July 2002.

Kai Tak Planning Review

The Government set up a "Kai Tak Planning Review" in July 2004 for further public consultation. A number of blueprints have been presented.

June 2006 blueprint

A blueprint for the redevelopment of Kai Tak was issued by the government in June 2006. Under these proposals hotels would be scattered throughout the 328-hectare site, and flats aimed at housing 86,000 new residents were proposed.

Other features of the plan include :

• two planned cruise terminals
• a giant stadium

October 2006 blueprint

The Planning Department unveiled a major reworking of its plans for the old Kai Tak airport site on October 17, 2006, containing "a basket of small measures designed to answer a bevy of concerns raised by the public". The revised blueprint will also extend several "green corridors" from the main central park into the surrounding neighbourhoods of Kowloon City, Kowloon Bay and Ma Tau Kok.

Included in the revised plan, the following features are proposed

• two planned cruise terminals, and a third terminal could be added if the need arises
• a luxury hotel complex near the cruise terminals. The complex would be about seven stories, and with hotel rooms above and tourist-related or commercial space below.
• an eight-station monorail linking the tourist hub with Kwun Tong
• a giant stadium
• a "central park" to provide much-needed greenery
• a 200-metre high public "viewing tower" near the tip of the runway.
• a new bridge likely to involve further reclamation of Victoria Harbour.

the following are major changes

• The hotel spaces are to be centralized near the end of the runway, and will face out into the harbour towards Central
• A third terminal could be added at the foot of the hotel cluster if the need arises
• A second row of luxury residential spaces which face Kwun Tong, and will be placed on an elevated terrace or platform to preserve a view of the harbour.

The government has promised that :

• total amount of housing and hotel space would remain the same as proposed in June 2006,
• the plot ratios would also be the same levels as before.
• Total commercial space on the site will also remain about the same

A new bridge at the end of the runway joining the hotel district with Kwun Tong proposed by the government could be a potential source of controversy. Under the Protection of the Harbour Ordinance, no harbour reclamation can take place unless the Government can demonstrate to the courts that there is an "overriding public need" for it.

The new Kai Tak blueprint was presented to the Legislative Council on October 24, 2006 after review by the Town Planning Board.

See also

• Hong Kong International Airport (the current airport at Chek Lap Kok that replaced Kai Tak)
• Transport in Hong Kong
• List of buildings and structures in Hong Kong
• Government Flying Service (Hong Kong)
• Kai Tak Cruise Terminal
• RAF Kai Tak

External links

• Video of a 747 landing on Kai Tak
• Boeing 747 landing at Kai Tak as viewed from the cockpit)
• Full video of the IGS approach on the night that Kai Tak closed showing the complete approach
• Map of what Kai Tak will become
• Videos, real & flight simulator for Kai Tak
• An account by a Kai Tak Air Traffic Controller - Phil Parker
• Pictures of the site of the Passenger Terminal as at November 2005
• Pictures from Kai Tak: Airliners.net - Jetphotos.net
• Pictures and Jeppesen Charts
• Aerial photos showing development of "Kai Tak" area
• Hong Kong War Diary
• Royal Navy Kai Tak Photo Archive

Accidents and other miscellaneous bad landings

Retrieved from Airliners.net:

• China Airlines 747
• China Airlines 747
• NCA 747
• Singapore Airlines 747
• United Airlines 747