HKA EOSID Routing for VHHH 07C

Before HH302: consider TOGA thrust, then route HH302, ROVER, HH355, RAMEN, SOKOE. Do not exceed 207 KIAS before HH355.

After HH302 Segment

After HH302, before HKGA4: Set TOGA Thrust. Follow the T-SID. After HKGA4 right turn to RAMEN. At RAMEN right turn to SOKOE (252 IB, LT). Max speed 210 KIAS until on track to RAMEN.

After HKGA4, before TEGUB: Set TOGA thrust, turn direct RAMEN then SOKOE, max 210 KIAS until on track to RAMEN. After TEGUB: continue on the T-SID or request radar vectors.

Terrain Rationale

This is a published HKA EOSID/contingency procedure for VHHH 07C with defined waypoints and speed limits. High terrain surrounding Hong Kong is verified in the Route Manual. The speed limits (207/210 KIAS) reflect the published procedure - the source does not explicitly attribute them solely to obstacle clearance geometry.

Company Alert Structure

HKA defines Alert 1 (48-24 hours away, potential threat to HKG) and Alert 2 (24-12 hours, imminent at the affected station). Under Alert 2, the Commander must be briefed before reporting for duty on all available typhoon information including destination and diversion ground-handling considerations.

The 400 NM Dispatch Trigger

When a typhoon is within 400 NM of Hong Kong or any HKA destination, Flight Dispatch assesses operational impact, adjusts contingency fuel uplift, and reviews alternates and enroute options.

The Regional Alternate Trap

HKA guidance warns against "lazy nearby alternates" because the same system may close several airports at once. If the typhoon is toward Hong Kong/South China Coast, prefer RCTP/VTBS and avoid nearby alternates such as ZJSY/ZGSZ if also exposed. Diversion thinking starts at dispatch - fuel and alternate logic already shaped by the regional storm footprint.

The HKA Answer: Go Around

VHHH RNP Z RWY 25R does not have LNAV-only minima. LNAV/VNAV minima depend on a correct vertical path and barometric reference. If FINAL APP does not engage, using FPA or V/S to simulate the glidepath is not an authorized substitute for that minima set.

eGEN SUPP Requirements

Precise barometric setting (QNH) required. Maximum allowable discrepancy between altimeters is 100 ft. Monitor FINAL APP capture. Discontinue the approach if FINAL APP does not engage. For RNP/RNAV(GNSS) with LNAV/VNAV minima, the authorized guidance is FINAL APP; selected FPA guidance is not authorized for that minima type.

Connect Terrain to Wind and Go-Around Path

At Hong Kong, surface wind is a poor cue - winds at about 2,000 ft may be more representative of the actual threat. Windshear and turbulence may worsen closer to touchdown. A terrain briefing at VHHH must connect terrain, wind, and go-around path together - not terrain alone.

EGPWS Display Behavior

When TERR ON ND is selected, the ND shows the EGPWS terrain picture. Terrain can auto-display during a terrain alert. TERR AHEAD and OBST AHEAD caution and warning messages are distinct. TERR CHANGE MODE or TERR REDUCE RANGE may appear depending on ND mode and range. The ND also shows lowest and highest terrain ahead within the selected range.

The HKA Briefing Standard

Call out terrain-sensitive segments of arrival and missed approach. Confirm how TERR display will be used. Brief that any terrain warning demands immediate disciplined response, with awareness that windshear and terrain threats may coexist. For mountainous network airports: brief where terrain sits relative to final approach, missed approach, and any navigation degradation point.

Baseline Fuel Structure

Contingency fuel is 5% of Trip Fuel plus Alternate Fuel, but if that is less than 15 minutes at normal cruise consumption, the 15-minute value must be used. HKA expects extra fuel when significant deviation is expected due to weather, NOTAMs, ATS restrictions, or MEL/CDL.

Under-6-Hour Weather Fuel

For flights less than 6 hours, HKA requires an additional 30 minutes holding fuel at destination if, within ETA ±1 hour: destination or alternate forecast is below landing minima (including TEMPO), forecast crosswind exceeds limitations, or thunderstorms are forecast at destination (including TEMPO). Minimum Diversion Fuel = Alternate Fuel plus Holding Fuel.

Storm-Independent Alternates

HKA typhoon guidance emphasizes evaluating whether multiple alternates are exposed to the same storm system. Choose alternates that are meteorologically independent, not just geographically convenient.

The Hard Stop

After two go-arounds due to weather or unstable approaches, crews shall not attempt a third approach and must proceed to the alternate.

Engine Anti-Ice: Proactive

In icing conditions, engine anti-ice must be ON. Do not wait for visible ice accretion. During descent, ENG ANTI ICE must be ON before and during descent even if SAT is below minus 40°C. With ENG ANTI ICE ON, the FADEC selects higher idle thrust, improving flameout protection.

Wing Anti-Ice: Conditional

Use wing anti-ice to prevent accretion. Must use when there is evidence of ice accretion or a SEVERE ICE DETECTED alert. On the ground, wing anti-ice valve opening is only a 30-second test sequence, not a normal continuous ground mode.

Performance Consequences

Anti-ice ON reduces descent path angle at idle. Compensate by increasing descent speed or using up to half speedbrake.

Wing Anti-Ice Failed

If wing anti-ice is failed with both engines and bleeds operative: WING ANTI ICE OFF, AVOID ICING CONDITIONS. If severe ice accretion exists: MIN SPD VLS+10 / Green Dot, maneuver with care, landing distance procedure applies. MEL consequence: if a wing anti-ice valve is inoperative closed, the aircraft must not be operated in known or forecast icing conditions and ETOPS is not conducted.

Language Standard

HKA OM-A requires that communication - verbal as well as written - shall take place in English. English is to be used on the flight deck during line operations.

Non-ILS Monitoring Discipline

Precise QNH setting. Both altimeters within 100 ft. GPS PRIMARY required on both for the relevant RNP operation. Active cross-check of waypoints, altitude, track, and distance against the chart. Monitored callouts for lateral and vertical deviation.

Discontinuation Criteria

For RNP AR: if FINAL APP does not engage, GPS PRIMARY is lost on both NDs, or FM/GPS position disagrees, the approach must be discontinued - not verbally rationalized into continuation.

The Surface Wind Trap

At VHHH, surface wind is not a good indicator of the wind on final. Winds around 2,000 ft may better represent the actual threat.

NW Through NE Winds Above 20 kt

Expect significant low-level windshear and moderate turbulence, especially on approach to RWY 25L/R, along missed-approach corridors from RWY 07L/R, and potentially severe near LOTUS if wind exceeds 30 kt.

E Through SW Winds Above 15 kt

Expect significant windshear on approaches from both directions, with more severe effects over the southern runways (07R/25L), especially with winds 130-210 degrees or above 30 kt. Land-sea breeze can generate significant shear even in otherwise fine weather.

ATC Alerts and Airbus Integration

Crew may receive alerts such as "Caution Microburst, minus 30 kts on final approach" or "Caution windshear minus 20 kts, severe turbulence on departure." These are operationally meaningful - not decorative. Recognition cues include IAS changes greater than 15 kt, groundspeed change, vertical speed excursions, pitch changes, glidepath deviation, and unusual autothrust activity. PWS increases awareness; reactive windshear warning activates if shear is encountered.

First Priority: Fly the Published Routing

The HKA EOSID logic and speed caps remain central until terrain is no longer the dominant threat. Do not improvise the return.

Diversion Philosophy

Reassess based on ability to maintain safety. PM contacts OCC/IOCC as soon as possible with alternate, ETA, and reason for diversion. HKA explicitly states that the decision to divert for safety is fully supported by the company.

Approach Choice for Return

Driven by published minima and navigation integrity, runway/wind/windshear exposure, and whether the approach type remains appropriate in the degraded state. HKA recurrent training repeatedly uses OEI ILS, OEI RNP, windshear, and EOSID return scenarios.

The Hard Stop

After two go-arounds due to weather or unstable approaches, crews shall not attempt a third approach and must proceed to the alternate.

What You Lose

In ALTN LAW / PROT LOST, all protections except maneuver protections are lost. Pitch attitude protection, high-AOA protection, high-speed protection, and bank-angle protection may be degraded or absent depending on the specific law and failure. Alpha floor is only available in Normal Law.

Gear Extension Trap

When the landing gear is extended, control may revert to DIRECT LAW in pitch and roll. In Direct Law there are no protections, and manual pitch-trim awareness becomes critical.

ALTN LAW Approach Procedure

FOR LDG: FLAP LVR 3. GPWS LDG FLAP 3 ON. APPR SPD: VREF +10 kt. LDG DIST PROC APPLY.

Technique Changes

Be earlier and more conservative in stabilizing. Respect the higher approach-speed additive logic. Avoid large control inputs and overcontrol. Do not rely on alpha floor to rescue energy state. Any EGPWS or windshear recovery must respect the possibility that stall protection is no longer available. At Hong Kong, the margin for sloppy handling in degraded law is smaller due to gusts, terrain pressure, and a demanding terminal environment.