I flew into Kai Tak dozens of times starting in 1981 and it was always a wild ride. In the early days we took the DC 10 out of Seattle and had to refuel in either Seoul or Narita. Later on the 747 was a non stop 17 hour grind. Had some pretty wild rides when it was stormy, and once had to divert to Taipei and wait overnight. The final approach was always a thrill as you could look into the windows of people's apartments during that last steep turn.
I say to my young spotters friends, that if you been in Kai Tak, you may stop spotting. There is nothing more to see. I visit HKG after 2000 several times but i cannot go to the place of the old airport.
We used to sit up above the chequer board on a Sunday afternoon and watch the planes turn into Kai Tak. The Cathay planes always took the turn latest and then did not need to readjust prior to landing. Locals know best. 🥸
From my experience only the original Airport in Amman Jordan can compare with the final descent able to look into peoples homes. My grateful thanks to the skill of the Pilots.
Flew in in 1987 in the dark. Watching out for people in their homes watching TV etc. Spoke to an air steward many years later about shared experiences. When we got on to Kai Tak he just agreed that a landing there was always an interesting experience.
Lived there for 9 years, from 1988-97, and flew in and out many times. Including a few departures on Runway 31, before they banned those departures. Lived in an apartment in Kowloon Tong for a couple of those years, too, and could sit on the balcony and watch the aircraft literally flying straight towards our building before making the final right turn and then had a view almost down the runway. Spectacular viewing!
I learned a new term "ICB" from this video. Also, the visual stepdown was a separate procedure to offsetting. On this approach, which I flew many times, I rarely looked directly for the Checkerboard. I was aware of it peripherally while using more important visual cues to follow the ground track to align with the runway. You're correct, if cloudbase and visibility allowed, it was advantageous to offset left to allow a longer final segment, usually ending up with the turn initiated prior to passing through about 1 dot left & 1 dot high at the middle marker. This was particularly the case during a typhoon - we tended to land off many such approaches before newer GPWS windshear enhancements triggered mandatory go-arounds. Probably the most challenging condition was a low cloud/ visibility night arrival in typhoon conditions with a SW wind. This threatened to push the turn wide. Easterly winds [approaching typhoon] gave the bumpiest ride in the lee of the proximate hills. While the turn was easier to gauge, the speed variances had to be anticipated with thrust and vertical path management; usually a speed loss passing through the downwind area of the checkerboard, followed by a strong venturi effect speed increase and then reduction into the flare initiation. Finally, correct crosswind landing and rollout technique. This sequence happenned quite rapidly: Challenging, but satisfying to get right.
11:03 , thats cheung chau island, im grown-up in that island, not even close to kai tak airport, but the procedure said 6000 ft at that point (over cheung chau island), but those plane still flying very low ,feels like way lower than 6000ft, it doesn't make sense ? because i still remembered low enough you can see the belly of the plane not very smooth , lot of nut and blot or spot weld mark kind of stuffs, im not air plane guy so dont know all the technical term, anyway absolutely amazing for a little kid me see them flying through over the roof, back then kids still flying kite , i always worrying about what happen if those plane flying too low and crash into my flying kite.
@22:50 Due to the fact that the checkerboard hill is not totally inline with the runway(some 500ft away from centerline), this NDB approach was probably be approved only with very strict weather and visibility condition and the aircraft would be vectored into the final anyways, given its NDB nature there probably won't be any chart, there might had been written procedure in CX/DA SOP or inside CAD archives that have since removed after Kaitak closure, only god knows if it ever exist now.
@@11AviationVideos The initial approach was an ILS toward the checkerboard. The pilot had to go visual at about 650ft AGL (as I recall), then follow the flashing approach lights (no autopilot) into about a 45 degree right descending turn to line up with the runway. The pilot had about 13 seconds between leveling the plane and touching down.
About your comment that Jetliners were not able to make the NDB approach before 1974; here a Swiss video of a Swiss Convair Coronado arrival through CC, Green Island, Stone Cutters, up the hills, and a big swing towards the runway. Final approach speed of 155knts. Interesting pilot arrival briefing around a big mock-up of Hong Kong. th-cam.com/video/Iqnit5PXZIo/w-d-xo.html
I've read that the freight terminal reopened for a few months in 1998 due to logistical problems at Chek Lap Kok. So did freight planes land at Kai Tak or was it just the sorting facility that was reopened? Why did I just Tak 3 photos of planes landing and flying over Kowloon in 1997? Stupid me...
-Yes, cargo planes landed at Kai Tak, and it relieved the burden on Chek Lap Kok.- During the time when it was re-opened, it was assigned code "VHHX" as the new airport took its old code of "VHHH". This temporary arrangement ended in August when all cargo flights were consolidated and handled by HACTL. Edit: See my other reply
@@11AviationVideos Good question. I asked some senior captains who have been flying for CX since the mid-90s, and they mentioned that Kai Tak (KT) would've been impossible to reopen since there'd be no one to control the airspace. KT and CLK did operate together between 2-6 July. Bill Clinton (AF1) also flew into CLK before it's opening, while the C-5 Galaxy went to KT. From what I heard, its wingspan was so large that runway 13/31 was temporarily closed when it was taxiing on B1. Whereas I also found another article from a pilot who claims that he landed a cargo flight at the deserted airport after it had closed. My best guess is that the cargo was offloaded but remained at HACTL; the tags scanned and sent to KT for electronic sorting. After all, it was only a system glitch at CLK, not a mechanical failure. Lastly, there exists a section of runway including portions of taxiway B1 that I have walked on. Sadly, due to the construction of the isolation facility, some parts have been dug up.
@@11AviationVideos While the airport was still functional with a skeleton crew at tower and control room for emergency, all control and aircraft was handled at CLK(in fact the control room at CLK have already taken over many months before the closure), cargo flight would land on CLK, cargo first offloaded to ground for basic checks like custom or sorting, then either process locally at the new cargo terminal or be consolidated and transport to the old facilities at Kai Tak for further processing.
I flew into Kai Tak dozens of times starting in 1981 and it was always a wild ride. In the early days we took the DC 10 out of Seattle and had to refuel in either Seoul or Narita. Later on the 747 was a non stop 17 hour grind. Had some pretty wild rides when it was stormy, and once had to divert to Taipei and wait overnight. The final approach was always a thrill as you could look into the windows of people's apartments during that last steep turn.
I say to my young spotters friends, that if you been in Kai Tak, you may stop spotting. There is nothing more to see. I visit HKG after 2000 several times but i cannot go to the place of the old airport.
We used to sit up above the chequer board on a Sunday afternoon and watch the planes turn into Kai Tak. The Cathay planes always took the turn latest and then did not need to readjust prior to landing. Locals know best. 🥸
From my experience only the original Airport in Amman Jordan can compare with the final descent able to look into peoples homes. My grateful thanks to the skill of the Pilots.
Flew in in 1987 in the dark. Watching out for people in their homes watching TV etc. Spoke to an air steward many years later about shared experiences. When we got on to Kai Tak he just agreed that a landing there was always an interesting experience.
Yes, after so many years i still can feel the heat, the huminity and the noise of jet egines above the rooftops.
Lived there for 9 years, from 1988-97, and flew in and out many times. Including a few departures on Runway 31, before they banned those departures. Lived in an apartment in Kowloon Tong for a couple of those years, too, and could sit on the balcony and watch the aircraft literally flying straight towards our building before making the final right turn and then had a view almost down the runway. Spectacular viewing!
beyond bloody brilliant --- rekindling precious memories ... Thankyou --- Kai Tak an absolute Legend !!!
I flew in there about 6 times. I adored the landing.
Great footage of KaiTak airport..!!..I feel blessed that i managed to visit this spectacular airport...every spotters dream...!!
The most spectacular ever in aviation history.
I learned a new term "ICB" from this video. Also, the visual stepdown was a separate procedure to offsetting.
On this approach, which I flew many times, I rarely looked directly for the Checkerboard. I was aware of it peripherally while using more important visual cues to follow the ground track to align with the runway. You're correct, if cloudbase and visibility allowed, it was advantageous to offset left to allow a longer final segment, usually ending up with the turn initiated prior to passing through about 1 dot left & 1 dot high at the middle marker. This was particularly the case during a typhoon - we tended to land off many such approaches before newer GPWS windshear enhancements triggered mandatory go-arounds.
Probably the most challenging condition was a low cloud/ visibility night arrival in typhoon conditions with a SW wind. This threatened to push the turn wide. Easterly winds [approaching typhoon] gave the bumpiest ride in the lee of the proximate hills. While the turn was easier to gauge, the speed variances had to be anticipated with thrust and vertical path management; usually a speed loss passing through the downwind area of the checkerboard, followed by a strong venturi effect speed increase and then reduction into the flare initiation. Finally, correct crosswind landing and rollout technique. This sequence happenned quite rapidly: Challenging, but satisfying to get right.
Most informative Kai Tak video on youtube! Great work! I want to go back to 1997 reliving the airport I flew to and from twice....
Glad you enjoyed it! We hope to collect more info for a possible updated version.
Very well made, a great video contribution to commercial-aviation history. Thanks, guys.
Well done sir!
Loved flying via the chequer board...... something very special. Like the Star Ferry it WAS Hong Kong (as well as Stanley Market) God bless HK
Great doc!!!! Love it! Thank u
11:03 , thats cheung chau island, im grown-up in that island, not even close to kai tak airport, but the procedure said 6000 ft at that point (over cheung chau island), but those plane still flying very low ,feels like way lower than 6000ft, it doesn't make sense ? because i still remembered low enough you can see the belly of the plane not very smooth , lot of nut and blot or spot weld mark kind of stuffs, im not air plane guy so dont know all the technical term, anyway absolutely amazing for a little kid me see them flying through over the roof, back then kids still flying kite , i always worrying about what happen if those plane flying too low and crash into my flying kite.
@22:50 Due to the fact that the checkerboard hill is not totally inline with the runway(some 500ft away from centerline), this NDB approach was probably be approved only with very strict weather and visibility condition and the aircraft would be vectored into the final anyways, given its NDB nature there probably won't be any chart, there might had been written procedure in CX/DA SOP or inside CAD archives that have since removed after Kaitak closure, only god knows if it ever exist now.
i am trying to find a copy of those old SOPs from former pilots but no luck by now.
@@11AviationVideos The initial approach was an ILS toward the checkerboard. The pilot had to go visual at about 650ft AGL (as I recall), then follow the flashing approach lights (no autopilot) into about a 45 degree right descending turn to line up with the runway. The pilot had about 13 seconds between leveling the plane and touching down.
冇了十八小時不同雜音，通過飛鳥保護九龍城及塞，小朋友四十年內冇放風爭及氣球玩，學了耳聽八方，那型號升降都知，其它區人學不到，但多謝機頭佬依指示升降啟德，帶旺香港使各地人流，在此段厝史各國機司及九龍城民民，留下冇大災難的機場是幸運。。
SIR HO KAI AND AU TAK
About your comment that Jetliners were not able to make the NDB approach before 1974; here a Swiss video of a Swiss Convair Coronado arrival through CC, Green Island, Stone Cutters, up the hills, and a big swing towards the runway. Final approach speed of 155knts.
Interesting pilot arrival briefing around a big mock-up of Hong Kong.
th-cam.com/video/Iqnit5PXZIo/w-d-xo.html
Thank you very much you the link. We add it to the description of the video and also as card on note 2 in the video.
I've read that the freight terminal reopened for a few months in 1998 due to logistical problems at Chek Lap Kok.
So did freight planes land at Kai Tak or was it just the sorting facility that was reopened? Why did I just Tak 3 photos of planes landing and flying over Kowloon in 1997? Stupid me...
-Yes, cargo planes landed at Kai Tak, and it relieved the burden on Chek Lap Kok.- During the time when it was re-opened, it was assigned code "VHHX" as the new airport took its old code of "VHHH". This temporary arrangement ended in August when all cargo flights were consolidated and handled by HACTL.
Edit: See my other reply
@@speedbirdconcorde001 so VHHX operated till August (as extension) for cargo flights!? Anyone has any idea where to find a list of those flights?
@@11AviationVideos Good question. I asked some senior captains who have been flying for CX since the mid-90s, and they mentioned that Kai Tak (KT) would've been impossible to reopen since there'd be no one to control the airspace. KT and CLK did operate together between 2-6 July. Bill Clinton (AF1) also flew into CLK before it's opening, while the C-5 Galaxy went to KT. From what I heard, its wingspan was so large that runway 13/31 was temporarily closed when it was taxiing on B1.
Whereas I also found another article from a pilot who claims that he landed a cargo flight at the deserted airport after it had closed.
My best guess is that the cargo was offloaded but remained at HACTL; the tags scanned and sent to KT for electronic sorting. After all, it was only a system glitch at CLK, not a mechanical failure.
Lastly, there exists a section of runway including portions of taxiway B1 that I have walked on. Sadly, due to the construction of the isolation facility, some parts have been dug up.
@@11AviationVideos While the airport was still functional with a skeleton crew at tower and control room for emergency, all control and aircraft was handled at CLK(in fact the control room at CLK have already taken over many months before the closure), cargo flight would land on CLK, cargo first offloaded to ground for basic checks like custom or sorting, then either process locally at the new cargo terminal or be consolidated and transport to the old facilities at Kai Tak for further processing.
16:40 HAHAHAH. "For the passengers... the nightmare begins"!
True, i see it on the next row during my landing
Lol, what if they named it "Ho Au" xD . Kai Tak sounds wayy better.
Computer generated narration? Sorry, I'm outa here. 👎
YOUUUU - TALK - VERY - FUNNY/FUNNY.
ARE - YOU - A - ROBOT? I - AM - A - ROBOT.
MAAAAYBE - WE - ARE - BROTHERS.
😂😂😂😂
Domo what-e-gotto Mr roboto