Friday, December 14, 2018

Seletar ILS solution - Kaytee Kaitak Konsep

FMT - Enough said on airspace issue, says Loke (extracts):

SEPANG: Transport Minister Loke Siew Fook says technical experts from Malaysia and Singapore will negotiate on the publishing of the Instrument Landing System (ILS) for Seletar Airport in Singapore.

In a press conference after an event at klia2 today, Loke declined to comment further on the issue, saying “enough had been said” on the ILS, which has seen him and his Singapore counterpart engaged in a war of words over the past week.

“Let the two sides sit down and negotiate, both sides will meet in mid-January.

“I will leave it to the technical experts on both sides to sort it out,” he said.

Yesterday, Singapore said it had informed Malaysia of its need to put in place instrument flight procedures for both the northerly and southerly approaches into the republic’s Seletar Airport at a Nov 29 meeting between the civil aviation authorities of both countries.

Loke had previously proposed that Singapore amend the disputed flight path for the southern-end entry to the airport and withdraw the announcement on the ILS approach as it allegedly encroached on Malaysian airspace, prohibited the construction of tall buildings in Pasir Gudang, Johor, and subjected the Pasir Gudang Port to higher risks and multiple restrictions

what Sing wants for its ILS approach into Seletar Runway 21, but which will prevent Gudang Pasir from erecting tall structures in the descending flightpath 

This proposed IFR* approach concept into Seletar via its runway 21 (from the north) is more to help the Sings more than Malaysia. That's because Anthony Loke can give the 'bird' to the Sings and they can do eff-all to prevent Malaysian from erecting high-rise buildings and other high structure in the approach path for an ILS into Seletar Runway 21, wakakaka.

* IFR - Instrument Flight Rules, meaning flight in conditions less than prescribed for visual flight (see & be seen rules), in other words, in 'murky or cloudy conditions 

KT's proposed IFR approach will avoid the Gudang Pasir arena.

The proposed track starts from reporting point 'TEKONG', at a VOR* station at Pulau Tekong.

* don't worry too much what a VOR station is, other than it's a radio transmitter (of very high ferquency band) which the aeroplane has radio-equipment to receive and locate its bearing from the station.

Naturally all IFR approaches will be controlled by Singapore Air Traffic Control (ATC), probably with radar monitoring.

Above map shows us that Seletar (aeroplane symbol) is around the 1.30 to 2 o'clock position, and Pulau Tekong (where the TEKONG VOR is) is at the left-hand edge of map.

The proposed flight path is from TEKONG VOR to Seletar via Johor Straits, avoiding flying over Malaysian land.

Nearing Seletar, in the old days the pilot would have been required to look for a sign (flashing strobe) or perhaps a chequerboard (as at the old Kai Tak airport, now no longer used for airlines) or a DME* distance (as published) before turning left for Seletar.

* DME - Distance Measuring Equiment (an electronic distance measuring device)

Kai Tak Runway 13 Approach

Kai Tak Runway 13 to abrupt right (90 degrees) of this hill

Kai Tak approach for Runway 13

note abrupt right turn depicted top left of diagram 

airline aircraft making abrupt right turn for Runway 13 after sighting chequerboard at correct distance

much later, the Kai Tak Runway 13 approach included an IGS (instrument guidance system)

extracts from The Aviationist:
The world famous approach to RWY 13 brought the aircraft in a descending path above Western Kowloon and the extremely densely populated building around the harbour.

The airplanes flew the first part of the approach with the help of an Instrument Guidance System (IGS), a modified ILS. Then, upon reaching the middle marker of the IGS, the approach was no longer instrumental and the pilot with the visual reference provided by the small hill sporting the famous checkerboard in red and white, had to begin a right visual turn (“Hong Kong turn”) to establish.

The turn began at a height of about 200 meters and ended at around 45 meters, even if as pictures show, some 747s or MD11s, began and ended the procedure at lower altitudes.

Some aircraft did not have the time to line up and almost hit the runway still performing the 47° bank turn, especially when crosswinds required crabbing and decrabbing of the aircraft before touch down. As the prevailing wind direction in Hong Kong was more or less in the N-S direction, this thrilling approach was used most of time at Kai Tak

that abrupt right turn onto Runway 13 Kai Tak

(in reality a curving descending right turn, allowing for the humongous inertia of a massive airline aircraft)

But in today's modern aviation world, the aviator can and should rely on GPS waypoints (positions) to track from TEKONG until positioning the aeroplane for a quick left turn into Seletar. Then the pilot has to do a 'Seletar turn' (akin to the 'Hong Kong turn') but of course to the LEFT for Seletar Runway 21.

Coordination with traffic from Changi and Paya Lebar  towards the north will be the problem of Singapore ATC, wakakaka.

It won't be a full IFR approach into Seletar Runway 21, but that's the best I can do for both Sing and Malaysia's requirements.

No no no, don't thank me as I consider it my civic duty to save Sing from a 'loss of face' when Malaysia gives them the 'bird' and builds highrise structures in Gudang Pasir that will eff the Runway 21 ILS flightpath, wakakaka.


  1. Wakakakaka…

    U should give credit where credit is due!

  2. Flying into Kai Tak at night was a white knuckle experience. As the plane made its final approach to land it would make a hard (and I mean really HARD) right turn to avoid crashing into a hill, then manoeuvre between tall buildings before touchdown. The “game” we passengers used to play was to make out what’s on the telly of the residents as we flew past their windows. Those planes were 747 jumbo jets mind you. So turboprops for Seletar is no sweat.

  3. Just being a Devil's Advocate.

    Every day, more than a hundred flights land on Changi Runway 20R & C (Changi has 2 parallel runways) also uses an ILS glidepath which passes over Malaysian territory.

    The only difference is Changi is set back a couple of kilometres further back, so the height of the ILS path over Malaysian territory is greater.

    Why is Changi OK , has been OK for Malaysia for decades ?

    1. flightpath for Changi Rwy 20R is over ... where? Look at chart

    2. Flight path for 20R I.e.heading 200 degrees south west comes in over Johor.

      Please read the chart.

      The one you show heading North East is Runway 2R or 20 Degrees North East

    3. yes, but which part of Johor? Highly populated or industrialised like Pasir Gudang or JB? and how high would the flight path be?

  4. Back in 1980, Kai Tak was voted by international pilots as THE most dangerous major airport in the world.
    And yet it was impossible to avoid Hong Kong.
    Not only as a major origin and destination in itself, but Hong Kong was one of the limited choices for aircraft crossing the Pacific Ocean to take-off and land.