香港机场设施位置图
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香港机场航图
General InfoHong Kong, HKGN 22?18.5' E113?54.9' Mag Var: 1.9訖Elevation: 28'Public, IFR, Control Tower, Low Level Wind Shear Alert System, Customs Fuel: Jet A-1Repairs: Major Airframe, Major EngineTime Zone Info: GMT+8:00 no DSTRunway InfoRunway 07L-25R 12467' x 197' asphaltRunway 07R-25L 12467' x 197' asphaltRunway 07L (73.0衽) TDZE 22'Lights: Edge, ALS, Centerline, TDZDisplaced Threshold Distance 568'Runway 07R (73.0衽) TDZE 27'Lights: Edge, ALS, Centerline, TDZDisplaced Threshold Distance 525'Runway 25L (253.0衽) TDZE 27'Lights: Edge, ALS, Centerline, TDZRunway 25R (253.0衽) TDZE 22'Lights: Edge, ALS, Centerline, TDZDisplaced Threshold Distance 571'Communications InfoATIS 128.2 Arrival ServiceATIS 127.05 Departure ServiceHong Kong Tower South Tower 118.4Hong Kong Tower North Tower 118.7 SecondaryHong Kong Tower North Tower 118.2Hong Kong Ground South Ground Control 122.55Hong Kong Ground North Ground Control 121.6Hong Kong Delivery Clearance Delivery 129.9Hong Kong Delivery Clearance Delivery 124.65 SecondaryHong Kong Precision Approach Control 133.7Hong Kong Director Approach Control 119.5Hong Kong Director Approach Control 119.35Hong Kong Director Approach Control 120.1 SecondaryHong Kong Approach Control 119.1Hong Kong Departure Control 122.0Hong Kong Departure Control 124.05 SecondaryHong Kong Departure Control 123.8Hong Kong Departure Radar 122.0Zone Control 120.6Notebook Info1.1.ATISD-ATIS Arrival128.2D-ATIS Departure127.051.2.NOISE ABATEMENT PROCEDURES1.2.1NOISE MITIGATING MEASURESThe following procedures are implemented daily to reduce ACFT noise levels, whenoperating conditions permit. Noise mitigating procedures are not applicable tocalibration flights.1.2.1.1.PREFERENTIAL USE OF RWYS 07L/RAs a noise mitigating measure between 0001-0700LT, RWYs 07L/R will be nominated as the RWY direction-in-use whenever the tailwind component (including gusts) is10 KT or less when the RWY is dry, or 5 KT or less when the RWY is not dry. Duringthis period RWYs 25L/R may be used if operationally required, e.g. unserviceability of navigation aids, adverse weather conditions, ACFT performance, trafficsituations etc.1.2.2.RUN-UP TESTSEngine run-ups are subject to the following conditions:-An engine ground run is defined as any engine start-up not associated with aplanned ACFT departure.-Engine ground runs at ground idle power of not more than two engines at a time and for a duration not exceeding ten minutes may be carried out on the Passenger Apron or Cargo Apron.-Engine runs above ground idle power shall be carried out in the run-up facility andengine ground runs at idle power for a duration in excess of ten minutes shall onlybe carried out in approved locations.-All engine ground runs must be fully supervised by ground staff.-Maintenance or test running of jet engines not mounted on an ACFT is prohibitedunless performed in a test cell of adequate design.ENGINE GROUND RUN PROCEDURESInitial request for a ground engine run should be made to the APT Authority ApronControl Centre (Tel No: 2910 1112). The airline, ACFT maintenance agent engineer or mechanic in charge of the engine test is responsible for ensuring that all safetyprecautions against injury to persons or damage to properties, aircraft, vehicles and equipment in the vicinity are adopted.When ready to conduct the engine run, the pilot or authorized engineer shall obtain start-up clearance from Apron Control on 121.77 and a listening watch shall bemaintained on the frequency throughout the engine run. The ACFT anti-collisionbeacons must be activated for the entire duration of the ground engine run and Apron Control should be advised on its completion. The ground crew in charge mustmaintain communication with cockpit personnel and be able to stop the engine runimmediately if directed.1.3.LOW VISIBILITY PROCEDURES (LVP)1.3.1.GENERALLow Visibility Procedures are established for operations in a visibility of less than RVR 550m or a cloudbase of less than 200ft.ACFT operators must obtain approval from the Director-General of Civil Aviationprior to conducting any low visibility operations.Special procedures and safeguards will be applied during CAT II/III operations toprotect ACFT operating in low visibility and to avoid interference to the ILS signals.Pilots shall be informed when:-meteorological reports preclude ILS CAT I operations;-Low Visibility Procedures are in operation;-there is any unserviceability in a promulgated facility so that they may amendtheir minima.Pilots who wish to carry out an ILS CAT II/III approach shall inform ApproachControl on initial contact. Pilots may carry out a practice ILS CAT II/III approach at any time, but the full safeguarding procedures will not be applied and pilots should anticipate the possibility of ILS signal interference.1.3.2.ARRIVALACFT shall only vacate:-RWY 07L via TWYs A9 or A12;-RWY 07R via TWYs J7, J10, K6 or K7;-RWY 25L via TWYs H1, J3, K1 or K2;-RWY 25R via TWYs A1, A4 or A6.All RWY exits have TWY centre-line lead-off lights that are colour coded (green/yellow) to indicate that portion of the TWY that is within the ILS sensitive area.Pilots are to delay the 'RWY vacated' call until the ACFT has completely vacated the ILS sensitive area and passed the end of the colour coded TWY centre-line lights. 1.3.3.DEPARTUREACFT shall normally only enter:-RWY 07L via TWYs A1 or A2;-RWY 07R via TWYs H1, J1 or K1;-RWY 25L via TWYs J9, J10 or K7;-RWY 25R via TWYs A11 or A12.Holding positions on TWYs A1, A2, H1, J1, J9 and J10 are CAT I/II holding positions.Separate CAT II holding positions are provided on TWYs K1, K7 and K.Holding positions on TWYs A11 and A12 are CAT I/II/III holding positions.1.4.SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEMAPT is equipped with an Advanced Surface Movement Guidance and Control System (A-SMGCS) operating on a trial basis. The system is a Multistatic DependentSurveillance (MDS) multilateration system that utilises Mode S transponderstransmissions.To facilitate a full evaluation of the trial, pilots of ACFT equipped with 'weight-on-wheel' switch must ensure that the transponder is operating (select AUTO or XPNDR, do not switch to STAND-BY or OFF) and the assigned Mode A code is selected inaccordance with the following:-for a departing flight, from the request for push-back or taxi, whichever is earlier, -for an arriving flight, continuously until the ACFT is fully parked at the stand.For ACFT NOT equipped with 'weight-on-wheel' switch, follow existing transponder operating procedures.For ACFT that are capable of reporting ACFT Identification, (i.e. callsigns used inflight), the ACFT Identification should also be entered via FMS or Control Panel.1.5.TAXI PROCEDURESTaxi with extreme CAUTION and MIM engines power only.1.6.PARKING INFORMATION1.6.1.GENERALAll parking stands on the passenger apron are equipped with an automated docking guidance system for the centerline parking position.1.6.2.FRONTAL PARKING BAYSFrontal parking bays are those bays which are served by airbridges with directaccess to the passenger terminal building. All frontal parking bays can accommodate all current wide-body types of ACFT and have continuous yellow nosewheel guidance lines to indicate the correct parking centerline.Some frontal parking bays can also accommodate narrow-body types of ACFT at aseparate parking bay location displaced 30'/9m to the RIGHT of the wide-bodycenterline and indicated by a dashed yellow guidance line. The narrow-body parking bay is referred to by a "R" suffix, e.g. S23R. The following parking bays canaccommodate narrow-body types of ACFT:-South Apron E1R, E2R, E3R, S23R, S25R, S27R, S29R, S31R, S33R, S35R, S41R,S43R, S45R, S47R and S49R.-North Apron E16R, E17R, N22R, N24R, N26R, N28R, N30R, N32R, N34R, N60R,N62R, N64R, N66R, N68R and N70R.-West Apron W40R, W42R, W44R, W46R, W48R, W61R, W63R, W65R, W67R,W69R and W71R.1.6.3.REMOTE PARKING BAYS1.6.3.1.NORTH/SOUTH APRONAll remote parking bays on the North and South aprons have continuous yellownosewheel guidance lines.1.6.3.2.WEST APRONThe remote parking bays on the West apron are configured to accommodate up to5 wide-body type ACFT or up to 7 narrow-body type ACFT, or a combination of wideand narrow-body type ACFT.The wide-body parking locations have continuous yellow nosewheel guidance lines to indicate the correct parking centerline.The narrow-body parking locations are displaced to the LEFT and the RIGHT of thewide-body centerline and are indicated by dashed yellow nosewheel guidance lines.These narrow-body parking bays are referred to by a "L" or "R" suffix, e.g. W121L or W123R.1.7.OTHER INFORMATION1.7.1.GENERALBirds in vicinity of APT.1.7.2.LOCAL WIND EFFECTS1.7.2.1.GENERAL WARNINGDue to the proximity of the hilly terrain of Lantau Island to the South and East ofAPT, significant low-level windshear and moderate to severe turbulence can beexpected along the approaches to and departures from both RWYs when winds blowoff these hills, i.e. from East through Southwest at about 15 KT or more. As the hills to the North are further away, they play a less significant role, but none the less can create local wind effects when strong winds blow off these hills , i.e. fromNorthwest through Northeast, at about 20 KT or more.The terrain induced wind disturbances from nearby hills can be very small scale,sporadic and transient in nature. Whilst these wind disturbances may be small inphysical dimension and correspond to only several seconds of flight time, significant headwind changes (i.e. RWY orientated wind speed losses and/or gains being 15 KT or greater), can be expected as the ACFT flies through them. The sporadic andtransient nature of the terrain-induced wind disturbances results in some ACFTexperiencing windshear and/or turbulence, whilst others do not, even though thebroad meteorological conditions are the same. Successive ACFT which experiencewindshear and/or turbulence may also encounter a different sequence of events.Surface winds at the APT are generally not good indicators of the wind that may be experienced during the final phase of the approach. Winds at approximately 2000 ft may be a better representation of the prevailing wind conditions in the region.Generally, mean wind speed should decease towards lower altitudes but isolatedstrong gusts may be expected. Wind direction would also change with altitude due to blocking of the general wind flow by nearby hills or in the presence of low-leveltemperature inversion which occurs mostly in the cool season (about half of the time or more from November to April). It is possible for the magnitude of windshear and turbulence to increase towards final approach, resulting in deteriorating rather than improving conditions prior to touchdown.1.7.2.2.EASTERLY THROUGH SOUTHWESTERLY WINDSWhen prevailing winds are from the East through Southwest and with a speed inexcess of 15 KT, significant windshear and moderate turbulence can be expected on the approaches to or on departure from both RWYs. Larger magnitude of windshearand turbulence is possible when the wind speed is in excess of 30 KT. Because of the closeness to the hills of Lantau, the windshear and turbulence are more significantover the southern RWY (RWY 07R/25L).Low-level windshear and turbulence are expected to be more significant when thewind is from the direction 130^ - 210^ , especially in the presence of low-leveltemperature inversion or when the wind speed is more than 30 KT.1.7.2.3.NORTHWESTERLY THROUGH NORTHEASTERLY WINDSSignificant low-level windshear and moderate turbulence can be expected when wind speeds exceed 20 KT, especially for approaches to RWY 25L/R and along thedeparture and missed approach corridors from RWY 07L/R as these approach/departure corridors are closer to the hills to the North as compared with approaches to RWY 07L/R. Larger magnitude of windshear and turbulence over these approachand departure corridors is possible if the wind speed exceeds 30 KT, especially in the vicinity of "LOTUS".1.7.ND-SEA BREEZELand-sea breeze is not a strong wind phenomena but it can create a complex windfield in the vicinity of the APT and it can cause a significant change in winddirection within a distance of a few kilometers along the approach/departure areas.If the sea breeze opposes the prevailing wind flow it can result in significantwindshear even if fine weather conditions.1.7.2.5.LOW-LEVEL JET IN COOL SEASONDuring a surge of the winter monsoon, strong low-level jets of northeasterly windwith speeds up to 50 KT occasionally affect the APT. Under such circumstancessignificant windshear along the departure corridors of RWY 07L/R can be expected. 1.7.2.6.LOW-LEVEL WIND EFFECTSPilots should be aware of building-induced turbulence and windshear effects whenlanding at following conditions:- RWY 07R at strong northwesterly/northerly winds with a background speed ofabout 15 KT or more- RWY 25L at strong northwesterly/northerly winds- RWY 25R at strong southwesterly/southerly/southeasterly winds1.7.3.WINDSHEAR AND TURBULENCE WARNING SYSTEM (WTWS)1.7.3.1.MICROBURST/WINDSHEAR ALERTSThe Microburst or Windshear alert passed by ATC includes the type of alert (i.e.microburst or windshear), the magnitude of the RWY orientated wind speeddifference and the location (final approach or departure area as appropriate).When more than one occurence of wind shear is detected for a particular RWYcorridor, WTWS provided a consolidated Microburst or Wind Shear Alert for thatparticular RWY corridor based on a priority system wich takes into consideration the severity of the alerts and the confidence level of the different data sources whichgenerate the alerts.E.g. If a microburst with an intensity of minus 30 KT and a wind shear with anintensity of plus 15 KT are detected, only a Microburst Alert will be issued.Gain and loss events can co-exist within the same RWY corridor, particularly forterrain-induced wind shear. The WTWS is designed to assign a higher priority to aWind Shear Alert of wind loss compared to a Wind Shear Alert of wind gain. If the former is issued pilots are reminded that they may still encounter wind gain events.1.7.3.2.TURBULENCE ALERTSThe Turbulence Alert passed by ATC includes the intensity and type of alert (i.e.moderate or severe turbulence), and the location (final approach or departure areaas appropriate). The alert intensity (i.e. moderate or severe) follows ICAO'sstandard definition for reporting of turbulence .1.7.3.3.MICROBURST/WINDSHEAR ALERT COMBINED WITH TURBULENCE ALERTWhen a "Microburst Alert" or a "Windshear Alert" is given for a particular RWYand turbulence is also detected for that particular RWY, a "Turbulence Alert" willbe passed by ATC together with the "Microburst Alert" or "Windshear Alert". 1.7.4.LIGHTNING WARNING SYSTEMWhen the system predicts a strong probability of a lightning strike on the APTplatform, APT authority will issue a Red Lightning Warning. When airlines andhandling agents receive a Red Lightning Warning through SITA they should adviseinbound flights of the warning.If the period of the Red Lightning Warning is forecast to be prolonged, a messagewill be included on the ATIS broadcast advising of delays to parking and/or push-back.Because ground crew operations are suspended the wheels will not be chocked. APU should remain in operation. In the event of an inoperative APU, pilot shall keep one starboard engine running. ACFT unable to comply with this procedure should notifyGround Movement Control on initial contact.Ground crews will not commence a push-back when a Red Lightning Warning is inforce.1.8.LOW LEVEL TCAS ALERTS WITH HONG KONG CONTROL ZONEIFR flights sometimes experience TCAS alerts, these may be caused by transponder-equipped VFR or Special VFR flights operating on low-level routes in the vicinity of APT.Even though separation is provided, ATC will, under such circumstances, issuetraffic information to the ACFT concerned whenever practicable so that pilots will be aware of the possible TCAS alerts.2. ARRIVAL2.1.NOISE ABATEMENT PROCEDURES2.1.1NOISE MITIGATING MEASURESThe following procedures are implemented daily to reduce ACFT noise levels, when operating conditions permit. Noise mitigating procedures are not applicable tocalibration flights.2.1.1.1.CONTINUOUS DESCENT APPROACH (CDA) FOR RWYS 25L/RAs a noise mitigating measure between 2301-0700LT arrivals to RWYs 25L/R mayexpect an ILS/DME approach with a CDA procedure subject to the prevailing traffic situation.-ACFT on the CDA procedure are expected to achieve a continuous descent profileapproximating a 3^ vertical profile from 8000' to intercept the GS at or above4500'.During a CDA pilots should maintain a low thrust setting and should not haverecourse to level flight.-ACFT will be given radar vectors from about 27 NM from touchdown (12 NM toFAF), to intercept the LLZ outside of the FAF (LOTUS D15 IFL - RWY 25L, RIVER D15 ITFR - RWY 25R). The estimated track miles to touchdown will be passed withdescent clearance and further distance information may be given as required.-The recommended speed for the CDA intermediate approach segment is 210-225 KT, this should permit a relatively clean configuration for as long as practicable. Thepublished speed restrictions for the final approach segment are applicable for theCDA procedure, 180 KT at FAF and between 150-160 KT at 4 NM from touchdown.-If ACFT cannot comply with the CDA procedures or speed limitations, the pilotshould advise ATC in good time so that alternative arrangements can be made.2.2.CAT II/III OPERATIONSRWYs 07L, 07R and 25L approved for CAT II, RWY 25R for CAT II/III operations,special aircrew and ACFT certification required.2.3.RWY OPERATIONS2.3.1.RWY UTILISATIONVacate RWY as quickly as practicable.To facilitate minimum RWY occupancy time, each RWY has multiple rapid exit TWYs.Vacate via the first available rapid exit TWY commensurate with operationalconditions, or as instructed.ACFT vacating the RWY should not stop on the exit TWY until the entire ACFT haspassed the RWY holding point.2.3.2.REDUCED RWY SEPARATION MINIMUMS (RRSM)RRSM may be applied between a departing ACFT and a succeeding landing ACFT orbetween two successive landing ACFT on the same RWY provided the followingconditions exist:-visibility of at least 5 km;-ceiling in the departure/missed approach area 3000' or more;-during daylight hours from 30 minutes after local sunrise to 30 minutes before local sunset;-the second ACFT will be able to see the first ACFT clearly and continuously untilthe first is clear of the RWY;-no unfavorable surface wind conditions (including significant tailwind/turbulenceor windshear, etc);-braking action not adversely affected by water or other contaminants (i.e. RRSMwill be suspended whenever the RWY is wet or there is pilot report of poor braking action).Pilots shall inform ATC in good time in the event that ACFT may not vacate the RWY expeditiously due technical or OPR reason.When RRSM is applied, the successive landing ACFT may be given clearance to landbefore the first ACFT has cleared the RWY-in-use after landing or crossed the RWYend on departure provided there is reasonable assurance that the followingseparation distances will exist when the landing ACFT crosses the THR:RWY 07L/25R-Landing following departure:The departing ACFT is/will be airborne and has passed a point at least 2400m fromTHR (ABEAM TWY A8 for RWY 07L or TWY A5 for RWY 25R).-Landing following landing:The preceding ACFT has landed and has passed a point at least 2400m from THR(ABEAM TWY A8 for RWY 07L or TWY A5 for RWY 25R), is in motion and willvacate the RWY without backtracking.RWY 07R/25L-Landing following departure:The departing ACFT is/will be airborne and has passed a point at least 2900m fromTHR (ABEAM TWY K6 for RWY 07R or TWY K2 for RWY 25L).-Landing following landing:The preceding ACFT has landed and has passed a point at least 2900m from THR(ABEAM TWY K6 for RWY 07R or TWY K2 for RWY 25L), is in motion and will vacate the RWY without backtracking.ATC will provide warning to the second ACFT when issuing the landing clearance in line with ICAO standard phraseology, eg:-(Callsign....), preceding B737 landing about to vacate the RWY, surface wind 090 degrees/ 11 KT, cleared to land.-(Callsign....), departing A320 ahead about to rotate, surface wind 230 degrees/ 6 KT, cleared to land.Pilots must notify ATC in advance if they anticipate not being able to comply with any of the above requirements.2.4.OTHER INFORMATION 2.4.1.DISTANCE FROM TOUCHDOWN INFO In the event of airborne DME receiver failure or ground equipment failure,equivalent DME ranges will be provided by PRM controller for ILS CAT I approach at Final Approach Point and Outer Marker fix on frequency 133.7 MHz, as outlined in the following table:In the event of airborne DME receiver failure, pilots must advise ATC prior to commencing the approach.3.1.START-UP & PUSH-BACK PROCEDURES All ACFT other than helicopters and locally light ACFT shall obtain an ATC clearanceprior to engine start. Pilots are to inform HONG KONG Ground/Delivery, asappropriate, of callsign, parking stand number/location, identifier of the latestATIS received unless it has been included in the RCD (request for departure clearance down link) message via datalink, proposed flight level if it is different from thefiled flight plan and when applicable, special requirements (e.g. request for another departure RWY or inability to comply with SID climb profile).Additionally, departures for destinations in China routeing via BEKOL (A461) shall contact Hong Kong Delivery 15 minutes before estimated off-block time (EOBT) to obtain advance notification of any flow control restriction that may affect the flight.A 2-way Pre-Departure Clearance (PDC) data link service is available to approved operators from HONG KONG Delivery between 0730-0030LT daily. Pilots should send a RCD to ATC not more than 20min prior to EOBT. If the CLD message is not received within 5 min or there is any problem with date link exchange, pilot shall inform HONG KONG Delivery.Pilots not participating in the PDC service shall contact HONG KONG Deliverybetween 0730-0030LT. All pilots shall contact HONG KONG Ground (South) between 0030-0730LT 5 minutes prior to start to put their ATC clearance on request. Upon receipt of the ATC clearance the pilot shall read back the following information:-Callsign, - Destination, - Route, - SID, - SSR code.3. DEPARTUREPilots shall comply with instructions issued by HONG KONG Delivery regarding when to contact the relevant HONG KONG Ground frequency.Once an ATC clearance has been received, unless there is a specific time restriction included in the clearance, any delay in being ready to push-back, start engines ortaxi may result in the clearance being cancelled.Pilots shall contact HONG KONG Ground (South) except when notified it is sectorised, in which case pilots shall contact:-HONG KONG Ground (North) for North and West Aprons.-HONG KONG Ground (South) for South, Cargo and Business Aviation Aprons.Prior to requesting for push-back or taxi from a parking stand, pilots of ACFT equipped with a "weight-on-wheel" switch must ensure the transponder is operating (on "AUTO" or "XPNDR", and not "STDBY" or "OFF") and the assigned Mode A code is selected. ACFT with Mode S transponder capable of reporting ACFT Identification should have its identification in the ICAO flight plan format entered via FMS or Control Panel.The majority of parking bays have two standard push-back procedures, push-back BLUE and push-back RED. The normal push-back procedure is to the taxilane ABEAM the adjacent parking bay, but where this would result in the ACFT entering a critical area the push-back is extended to a Tug Stop Point clear of the critical area.Stands E2, E17, N24, N30, N60, N142, N143, S25, S31, S43, S102 thru S104, S108,S110 and W65 have a push-back/tow-forward procedure, push-back GREEN.If this push-back procedure is not acceptable due to operational restrictions, pilot should inform ATC immediately and alternative push-back arrangements will be given.ACFT making a push-back GREEN should be ready for taxi as soon as the push-back and tow-forward procedure and engine start process has been completed.Under certain traffic conditions it may be necessary for Hong Kong Ground to issue non-standard push-back instructions to expedite to flow of traffic. Pilots will be issued a "non-standard push-back" to a defined location and direction.Pilots shall ensure that the push-back colour code or non-standard push-back instructions issued by HONG KONG Ground are accurately relayed to their ground crew before push-back or engine start commences.There is a restriction to the starting of engines for ACFT in parking bays S103, S108 and W123. If ACFT in these bays are required to push-back through 180^, only one engine shall be started during the push-back, other engines shall only be started when the push-back manoeuvre has been completed.When known conditions exist which necessitate that engine start-up is carried out in the parking bay prior to the commencement of push-back, or greater than idle engine thrust will be required during engine start (e.g. cross-bleed start procedure), the pilot shall advise HONG KONG Ground of the fact when engine start or push-back clearance is requested.Whilst push-back procedure is being conducted, it is essential for safety reasonsthat communication contact is maintained between pilot and ground engineer in charge. ATC clearance will not normally be issued to ACFT whilst being pushed back, unless the pilot so requests.To avoid delay to other traffic using the apron ACFT should be ready to taxi as soon as the push-back manoeuvre and engine start procedure are completed. The standard push-back for stands N68 and N70 is into TWY B, therefore to avoid delays to other traffic it is essential that the ACFT should be ready to taxi as soon as the push-back manoeuvre is complete. If ACFT are unable to comply with this procedure, pilotsshall immediately inform HONG KONG Ground in order that alternative taxi instructions may be issued to other traffic.Pilots are reminded that they should always use minimum power when starting engines or manoeuvring within the apron area. It is especially important when commencing to taxi that break-away thrust is kept to an absolute minimum and then reduced to idle thrust as soon as practicable.。
香港启德机场.doc
香港启德机场启德机场是香港的前民用机场，位处九龙城区。
其名称来自20世纪初原址的地名启德滨，1962年至关闭期间正式名称为香港国际机场或香港启德国际机场；至1998年赤鱲角的新机场落成，取代启德成为今日的香港国际机场。
2016年7月6日是香港启德国际机场关闭18周年纪念日。
启德机场是香港的前民用机场，位处九龙城区，其名称来自20世纪初原址的地名启德滨。
1998年7月6日位于赤鱲角的香港新机场正式启用，同日启德国际机场关闭。
机场简介原属启德的IATA机场代码HKG及ICAO机场代码VHHH都转移往香港赤鱲角国际机场。
启德机场曾是全球最繁忙的国际机场之一，国际客运量曾名列全球第三，而货运量更是全球第一。
然而极为繁忙的启德机场却是一个坐落于市中心的机场，只有一条跑道，周围更是高密度楼房，空间非常狭小。
1998年7月5日晚上，香港启德国际机场终于结束73年的历史任务。
最后一班在启德机场降落的航班，为当晚23时38分由重庆江北国际机场抵港的港龙航空KA841号班机；而最后一班在启德机场起飞的航班，则是7月6日凌晨00时02分起飞，从香港前往伦敦希斯罗国际机场的国泰航空CX251号班机。
最后一班航机飞离启德机场后，机场的搬迁计划全速进行，所有停泊在启德机场的29架飞机全部飞往赤鱲角机场。
当所有飞机都离开了启德机场后，当时的政务司司长陈方安生及民航处处长施高理在机场控制塔内主持了跑道关灯仪式。
1时17分，施高理以GoodbyeKaiTak,andthankyou!作告别之话，按动按钮熄灭跑道全部灯光，正式替启德机场历史画上句号。
客运大厦离境及接机大堂则由警员进行清场，而部份可在新机场使用的设备亦通宵地搬运到赤鱲角。
7月6日早上6时30分，机场完成迁移，赤鱲角新机场正式开始运作。
7月10日，原为保障启德机场航道安全而订立的建筑物高度限制正式撤销，九龙区的建筑物高度不再受到限制。
启德机场位于香港市区之内，九龙半岛南岸，维多利亚港之滨。
香港国际机场——20世纪全球十大建筑之一
香港国际机场——20世纪全球十大建筑之一香港国际机场——20世纪全球十大建筑之一工程总投资：1553亿港币（约合1630亿元人民币）工程期限：1989年——1998年香港国际机场是香港有史以来最庞大的基础建设工程，耗资1553．22亿港元，包括机场铁路、高速公路、桥梁隧道、填海工程及新市镇建设等十项工程。
从提出机场核心计划算起历时9年，从中英两国政府签署有关谅解备忘录到竣工启用整整7年。
香港国际机场曾被评为“20世纪全球十大建筑”之一。
耗资1553亿港币的香港国际机场总面积达1248公顷，四分之三是填海而成，需要l.8亿立方米的填海材料。
在弹丸之地的香港是个奇迹；单是客运大楼就占51万平方米，相当于86个足球场，是世界上最大的建筑物之一。
连接新机场与港九的青马大桥，跨海距离l377米，桥墩高达196米。
新机场是现在香港唯一运作的民航机场。
于1998年7月6日正式启用，第二条跑道于1999年5月启用。
由于机场位于新界的大屿山以北赤鱲角的人工岛，因此也称为赤鱲角国际机场，由香港机场管理局负责管理及运作。
现阶段设有96个停机坪，全日24小时运作，每年可处理旅客5000万人次及货物400万公吨。
现时有89家航空公司每日提供约750架次定期客运及全货运航班，来往香港及约150个遍布全球的目的地。
此外，每周亦平均有约31架次不定期的客运和货运航机来往香港。
建设历史香港启德机场曾是世界上最繁忙的机场之一，在其仅2.1平方公里的面积上，1996年的客、货运量分别高达2950万人次和156万吨。
其伸向九龙湾海中的单跑道，几乎每两分钟便接送一架航班。
启德机场早已重负难当。
要保持国际航空中心地位，香港的确需要建设一个新的现代化国际机场。
但1972年和1983年，港英政府曾以费用惊人为托词，先后否决了两个建设新机场的计划。
而让人难以置信的是，1989年10月，英国对香港未来的空运事业突然变得“慷慨大方”，竟提出要跨越“九七”，通过大规模填海造地，建设一个耗资巨大的新机场。
香港机场交通图
彩虹 Choi Hung
藍田 Lam Tin
將軍澳 Tseung Kwan O
C15
機場巴士 Airport Bus 機場快 Airport Express 旅遊車總站 Coach Station 專車候車處 Limousine Lounge 的士站 Taxi Station
NR334
大角咀 Tai Kok Tsui 南昌 Nam Cheong
Arrivals Hall
B
等候區 Waiting Area
迪士尼 Disneyland Resort 博覽館 AsiaWorld-Expo 愉景灣 Discovery Bay
E21
E23 N23
奧運 Olympic 九龍 Kowloon
候車 Awaiting coach
二號客運大樓旅遊車總站 機場快
Coach Station, Terminal 2
Airport Express
東涌
天水圍 Tin Shui Wai
A43 N42A
大埔 Tai Po
的士附加費 (港元) Taxi Surcharge (HK$)
每件行李
香港國際機場
GO
酒店巴士
GO
Hotel Coaches
酒店巴士接載旅客往返機場與香港各大酒店。服務員 親切有禮，協助旅客搬運行李。旅遊車豪華舒適，接 送旅客直達酒店，讓旅客倍感輕鬆。旅客如想乘搭酒 店巴士，可前往二號客運大樓的C15服務櫃檯查詢詳 情及購買車票，然後在軒朗寬敞的旅遊車總站候車。 服務時間：早上6時至午夜1時 班次：每15分鐘一班 目的地：香港、九龍及新界各大酒店
Transport to Downto只可行走部份新
界地區，以及大嶼山及機場島上 若干指定道路。
VHHH香港机场杰普逊航图
Warning. | JEPPESEN SANDERSON, INC., 1998, 2002. ALL RIGHTS RESERVED.Warning. | JEPPESEN SANDERSON, INC., 1998, 2002. ALL RIGHTS RESERVED.| JEPPESEN SANDERSON, INC., 1998, 2002. ALL RIGHTS RESERVED.| JEPPESEN SANDERSON, INC., 1998, 2002. ALL RIGHTS RESERVED.| JEPPESEN SANDERSON, INC., 2000, 2002. ALL RIGHTS RESERVED. Warning.| JEPPESEN SANDERSON, INC., 2001, 2002. ALL RIGHTS RESERVED. Warning.| JEPPESEN SANDERSON, INC., 2001, 2002. ALL RIGHTS RESERVED. Climb instruction. | JEPPESEN SANDERSON, INC., 2001, 2002. ALL RIGHTS RESERVED. See other side.19'HONG KONG INTLApt Elev10-9HONG KONG, PR OF CHINAVHHH/HKG24 JAN 0310-9AGENERALPilots shall be informed when:CAT II/III OPERATIONSSpecial procedures and safeguards will be applied during CAT II/III operations to protect acft operating in low visibility and to avoid interference to the ILS signals.conducting any low visibility operations at Hong Kong International airport.or a cloudbase of less than 200ft.a) meteorological reports preclude ILS CAT I operations;b) Low Visibility Procedures are in operation;c) there is any unserviceability in a promulgated facility so that they may Low Visibility Procedures are established for operations in a visibility of less than RVR 550m amend their minima.Pilots who wish to carry out an ILS CAT II/III approach shall inform Approach Control on initial contact. Pilots may carry out a practice ILS CAT II/III approach at any time, but the full safeguarding procedures will not be applied and pilots should anticipate the possibility of ILS signal interference.DEPARTUREDeparting acft shall normally only enter:RWY 07R via Twys J1 or K1RWY 25L via Twys J9, J10 or K5Holding positions on taxiways A11 and A12 are CAT I/II/III holding positions.Holding positions on taxiways A1, A2, J1, J9 and J10 are CAT I/II holding positions.Separate CAT II holding positions are provided on taxiways K1 and K5.Nosewheel guidelines from the lead-on twys A1, A12, J1, J10, K1 and K5 intersect rwy centerline 328'/100m from commencement of TORA.twys A2, A11 and J9 intersect rwy centerline 653'/199m from commencement of TORA.RWY 25R via Twys A11 or A12RWY 07L via Twys A1 or A2Nosewheel guidelines from lead-on Aircraft operators must obtain approval from the Director-General of Civil Aviation prior to ARRIVALAcft shall only vacate the runway via designated exit taxiways:RWY 25R via A1 or A4RWY 25L via J1, J3, K1 or K2All rwy exits have taxiway centre-line lead off lights that are colour coded (green/yellow)to indicate the taxiway is within the ILS sensitive area.Pilots are required to make a "runway vacated" call giving due allowance for the size of the RWY 07L via A9 or A12RWY 07R via J7, J10, K4 or K5acft to ensure that the entire acft has vacated the ILS sensitive area.Twy A has three CAT II/III holding points, that are used only when LVP are implemented.These holding points are used to regulate traffic after vacating rwy 25R.TAKE-OFFAIR CARRIER (FAR 121)A B C DAIR CARRIER (JAA)2Eng3 & 4Engany RVR out,other two req.Adequate Vis RefAll Rwys LVP must be in force250m (200m)400mRVRVIS500m 400m200m 200m TDZ RVR Mid RVR200mRoll out RVR200m400mCL two RVR req.All RwysHIRL &CL & RCLM HONG KONG, PR OF CHINAVHHH/HKG24 JAN 03CHANGES:HONG KONG INTLJEPPESEN| JEPPESEN SANDERSON, INC., 1998, 2002. ALL RIGHTS RESERVED.GENERAL Rwy 07L, 07R and 25L approved for CAT II operations, rwy 25R approved for CAT II/III operations. Special aircrew and aircraft certification required.Birds in vicinity of airport.When VIS is 5km or more and ceiling is 1000' or more, departing acft may be permitted to taxi beyond CAT II holding point on twy K1 to rwy 07R and on twy K5 to rwy 25L. In this case ILS signal fluctuation can be expected.HIRL or CLWith HIRL and CL RWYADDITIONAL RUNWAY INFORMATION Threshold LANDING BEYOND USABLE LENGTHS WIDTHTAKE-OFF Glide Slope 07L25R197'60m10,866'3312m10,863'3311m11,900'3627m 43(60m)1Rwy grooved 111,896'3626m (15m)CL HIRL RVRHIALS SFL TDZ2212,467' (3800m)12,467' (3800m)10,653' (3247m)10,846' (3306m)Twy A3 int 34TORA RWY 07L: From rwy head TORA RWY 25R: From rwy head07R25L 197'60m10,932'3332m11,457'3492m11,942'3640m 12,467' (3800m)12,467' (3800m)10,499' (3200m)9449' (2880m)10,269' (3130m)8924' (2720m)Twy K2 int Twy J2 int 7Twy J8 int Twy K4 int 887TORA RWY 07R: From rwy head TORA RWY 25L: From rwy head (60m)5Rwy grooved 5Twy A10 int (30m)HIRL CL HIALS SFL TDZRVR66Rwy 07L: PAPI-L (angle 3.0^); Rwy 25R: PAPI-R (angle 3.0^).PAPI (angle 3.0^)See other side.。
7.1香港特别行政区的国际枢纽功能
香港特别行政区的国际枢纽功能
香港会议展览中心
香港特别行政区的国际枢纽功能
一、旅游业发达
香港是东西方文化荟萃之地，旅游资源丰富， 旅游业十分发达。
二、会展和信息业
香港是享誉全球的国际性会议展览中心。香港 拥有先进的电信系统和众多的媒体，是重要的国 际性信息中心。
三、教育发达
香港教育发达，著名大学有香港大学、香港中 文大学、香港科技大学等。
三、国际经济贸易中心
香港特别行政区的国际枢纽功能
1、繁荣的香港经济 1）香港在发展经济上具备哪些方面的优越条件？ 位置优越性；有优良港湾，航运便利，资金充足；免 税自由贸易政策和良好的管理； 2）香港在发展经济上的不利因素又有哪些？ 资源贫乏、地狭人稠、市场狭小 3）香港怎样趋利避害发展本区经济？有哪些支柱产业？ 发展外向型经济、支柱产业有：加工业、金融业、房地 产业、旅游业 4）说说为什么香港地区经济发展与内陆联系密切
香港特别行政区的国际枢纽功能
香港特别行政区的国际枢纽功能
香港葵涌码头
香港特别行政区的国际枢纽功能
香港国际机场
香港特别行政区的国际枢纽功能
香港火车站
香港特别行政区的国际枢纽功能
香港巴士
香港特别行政区的国际枢纽功能
香港主城区交通线分布
香港特别行政区的国际枢纽功能
一、海洋运输
香港港口自然条件优越，拥有宽广的作业海域和良好的港
香港特别行政区的国际枢纽功能
读图，说一说香港进出口贸易的地区构成特点。
2010年香港进口商品的地区构成
2010年香港出口商品的地区构成
香港特别行政区的国际枢纽功能
结合下列材料，说明祖国内地与香港经济发展 的相互促进作用。 改革开放初期，来自香港的资金占到祖国内地引进外 资总额的80%以上，是祖国内地引进外资的最大来源地。 改革开放之初，香港充当了祖国内地与外界经济联系的 “二传手”角色。在此过程中，香港获取了丰厚的收益， 也有力地促进了祖国内地贸易的增长。 20世纪80年代以来，香港制造业向祖国内地大举转移， 现代服务业随之迅速发展。经济结构的重大转型，为香港 培育了新的经济增长点。 近年来，祖国内地赴香港旅游的人数持续增长。香港的 影视业依托祖国内地获得了长足发展。在香港上市的祖国 内地企业达400多家，市值占香港股市总值的一半以上。
民航地理与航线_第二章
国际日期变更线:日界线
跨越国际日期变更线的飞行，会在日期上产生一些混 乱，形成让人们觉得时间多了一天或少了一天的有趣现象 。其实，时间既不会多，也不会少，而是人们对日期数字 的错觉。 人们规定国际日期变更线的西侧最先进入新的一 天，东侧 的地方要等地球转快一周后，才开始新的一天。因此，飞 行从东向西飞越国际日期变更线，原周二即变成周三；如 果飞行从西向东，原周二即变成周一。
一、理论时区和区时
按平太阳时标准刻度规定，按经度线 把全球划分为 个2标4 准时区。
理论时区
每个时区跨 经度15°
本初子午线（格林尼治天文台子午仪中 心的子午线，即0º经度）所在的时区 叫做零时区，也叫中央时区。
中央时区的中央经线，是英国格林威 志天文台原址的0°经线。
经线向东、向西各7.5°构成中央区时。
DST
夏时制
指政府通过调整作息时间，充分利用日光及 太阳能以节省能源。 在夏令时执行期，人为地将时间提前一小时 ，使人早起早睡，减少照明能源，充分利用 光照资源，达到节电的效果。 我国曾于1986-1991年实行过夏令时。
DST
P18
在国际时间换算表中，不少国家在DST一 栏有数字，表示执行夏令时制。 “DST Effective Period”表示执行夏时制的 时间。
二、航班指南附录
9世界疫情图 10各国使馆和旅游办事处网址 11国际组织及其定义 12世界各国旅行信息 13世界地图 14世界时区图 15机场示意图 16飞机座位布局
多时区国家的各个时区是以不同的区域来表示的，要直接从表 中查到某个具体城市的时差并不容易。如果对地理位置比较熟悉 ，可以直接在表中查找。如查悉尼6月1日的时差，如果知道悉尼 属于新南威尔士州(New South Wales)可以直接在表中查澳大利亚 ，New South wales Except Broken Hill＆Lord Howe Island的数字 (GMT+10)。
香港机场平面图
（鄰近離境層15號閘口/ Close to departure level gate 15）
澳洲航空頭等貴賓候機室 Qantas First Lounge
（鄰近7樓北出境檢查大堂/ Close to North Immigration Hall on L7）
團隊／酒店巴士 Tour/ Hotel coach
機場資訊 Airport information 旅客捷運系統 Automated People Mover
傷殘人士專用洗手間 Disabled toilet 飲水機 Drinking fountain
嬰兒室 Nursing room 吸煙室 Smoking lounge 電視廊 TV lounge
5/F 抵港層 Arrivals level
商店 Shops
餐廳 Restaurants
旅客服務 Services
28
抵港閘口號碼 Arrival gate number
轉換樓層 Change of levels
旅客捷運系統行走方向 Automated People Mover travelling direction
（鄰近離境層40號閘口/ Close to departure level gate 40）
G16貴賓室 G16 Lounge
（鄰近離境層16號閘口/ Close to departure level gate 16）
香港航空貴賓室 Hong Kong Airlines VIP Lounge
（鄰近離境層23號閘口/ Close to departure level gate 23）
祈禱室 Prayer room
第二章机场的部门构成
3、安全检查
5、登机、飞行过程 登机、
尽量提前登机 飞机上请勿使用手机 建议按照登机牌确定的位 置就座 系好安全带 不要随意触动紧急出口等 安全设施 不要将机上救生衣等设备 带走 不达目的不要不辞而别 不要随意开关于安全的玩 笑
第三节 机场的运营与管理
一、机场管理的内容和组织
行政和财务部门 规划和工程部门 运营部门 后勤和维修
飞机 行李提取 登机门 候机室 行李交运 乘客及随身行李安检 车辆、旅馆服务 候机楼门 托运行李安检 车道 停车场 办理登机手续 购买保险
候机楼内的乘机流程
1、购买机票
主动出示身份证件 购票和售票应主动 留下联系方式 认真核对机票信息 妥善保管机票 主动了解航班信息
2、办理登机手续
确认在航班规定离站时间 前30分钟办理相关手续。 30分钟办理相关手续。 保管好等机牌，勿自行撕 下登机联，它是旅客最后 登机的唯一凭证。 逾重行李费 千万不要替别人托运行李、 携带行李 不要托运贵重物品 请将行李捆扎牢固 请保管好托运行李凭证
第二章 机场的部门构成及功能
第一节 飞行区构成及功能
第一节 机场的构成及功能
机场作为商业运输的基地可以划分为： 机场作为商业运输的基地可以划分为： 飞行区 地面运输 区 候机楼
• 飞机运行的区域 • 车辆和乘客活动的区 域 • 乘客登机的区域
机 场 构 成 系 统 图
出 等待区 等待停机坪
机场空域 跑 道 飞 跑道出口 到滑行道 区 滑行道 机停机坪 机 面 机 停 空 机场 道 出 行 运 输 场 区 地 行
机场 导航 设备
仪表着陆系统 精密进 近设备 精密进近雷达系统 微波着陆系统
（五）机场地面灯光系统
机场灯光与机场地面标志一样，同属机场的目视 助航设备，其目的是更好地引导飞机安全进场着 陆，尤其在夜间和低云、低能见度条件下的飞行 ，机场灯光系统更是发挥着它不可替代的作用。 作为机场管制员，必须熟悉本机场的目视助航设 备，并充分利用这些设备，准确地引导飞机进场 着陆并且在地面安全、有序地运行。 夜间飞行的飞机在机场进近降落，不论是在仪表 飞行规则或目视飞行规则下都需要地面灯光系统 助航。
湘教版地理八年级下册：7.1《香港特别行政区的国际枢纽功能》说课稿2
湘教版地理八年级下册：7.1 《香港特别行政区的国际枢纽功能》说课稿2一. 教材分析湘教版地理八年级下册第7.1节《香港特别行政区的国际枢纽功能》是本节课的主要内容。
这部分教材主要介绍了香港作为国际城市的地位和功能，包括其优越的地理位置、便利的交通和通信设施以及发达的金融、贸易和服务业。
此外，教材还阐述了香港在国际交流和合作中的重要作用，以及其对我国经济发展的贡献。
二. 学情分析八年级的学生已经对地理知识有了一定的了解，但对于香港这个主题，他们可能只知道一些基本的概况，对于其国际枢纽功能的细节可能了解不多。
因此，在教学过程中，我需要从学生的实际出发，以生动实例和具体数据引导学生了解香港的地理特点和经济发展状况，从而深入理解其国际枢纽功能。
三. 说教学目标本节课的教学目标有三个：1.让学生了解香港的地理位置和交通、通信设施，认识到其在国际交流中的重要作用。
2.让学生了解香港发达的金融、贸易和服务业，认识到其在世界经济中的地位。
3.培养学生从地理角度分析问题的能力，提高其地理素养。
四. 说教学重难点本节课的重难点在于让学生理解香港的国际枢纽功能，包括其地理位置、交通、通信设施以及经济特点。
对于这些内容，学生可能感到比较抽象，难以理解。
因此，在教学过程中，我需要运用生动实例和具体数据，帮助学生理解和掌握。
五. 说教学方法与手段为了提高教学效果，我将在课堂上运用多种教学方法和手段，如：1.采用多媒体教学，播放香港的相关视频和图片，让学生更直观地了解香港的地理位置和经济发展状况。
2.利用地图和图表，展示香港的交通、通信设施以及金融、贸易和服务业的分布情况。
3.采用案例分析法，挑选一些具体的香港企业和个人，让学生了解其在世界经济中的地位和作用。
4.引导学生开展小组讨论，鼓励他们分享自己的观点和看法，提高其主动参与意识。
六. 说教学过程1.导入新课：以香港的美景图片或视频作为导入，激发学生的兴趣，引出本节课的主题。
什么是卫星厅？香港机场为什么要消灭卫星厅？
什么是卫星厅？⾹港机场为什么要消灭卫星厅？机场的卫星厅是指独⽴于机场主航站楼之外的⼩型航站楼。
有些机场在设计之初，为了充分利⽤地⽪，规划有卫星厅。
有些机场是随着业务发展，被迫在主航楼之外扩建新的⼩型候机楼，成为了卫星厅。
被称做“卫星厅”的航站楼，⼤多需要使⽤摆渡⼤巴前往。
如果修建了地道或者天桥，原则上就不应该再叫做“卫星厅”了。
图：有通道的不应该叫卫星厅 摄影：拉上窗帘全球很多机场都有卫星厅，我国的⾹港、浦东、深圳、成都等也都有卫星厅（或者在建）。
因为没有地道或天桥相连，在繁忙的机场，卫星厅的效率是很糟糕的。
卫星厅的效率低下，主要是因为需要使⽤摆渡巴⼠。
摆渡巴⼠把⼀群乱哄哄的乘客拉到卫星厅之后，这些⼈还得再次等候和排队，才能逐⼀登机，所以需要提前很久就将他们从主航站楼转移到卫星厅。
但如果有个别乘客没赶上，也使⽤专门巴⼠拉到卫星厅的话，费时费⼒不划算，还不如扔掉他。
所以如果你有误机的经历，多半与这个有关。
总之，不如廊桥⽅便。
图：卫星厅效率受限 摄影：拉上窗帘就算有⼩⽕车相连的“卫星厅”，其效率也没有主航站楼⾼，这是因为⼩⽕车⼀般不能24⼩时运作。
晚上旅客太少的时候，使⽤⼩⽕车也不划算。
因此就算是在新加坡或者⾹港这样的⼤型枢纽机场，夜间也会停⽌⼩⽕车，改⽤发车间隔很长的巴⼠。
如果你在夜间需要跨航站楼转机，就不能不考虑这个问题。
如果要真正地提⾼效率，那当然还是修条路让乘客能直接⾛过去。
图：⾹港机场卫星厅（左上部） 摄影：拉上窗帘我国在机场建设⽅⾯追求⾯⼦，喜欢将主航站楼搞得超级庞⼤，因此不太需要卫星厅。
在我国内陆，机场都拥有很多“远机位”。
乘客在主航站楼⾥候机，时间差不多了就提前塞车⾥拉到远机位去登机，购物吃饭统统就不要想了。
因为不注重效率与乘客体验，提意见的⼈很少，也基本上没有建设卫星航站楼的必要。
图：把卫星厅连回来！ 摄影：拉上窗帘只是由于近些年来客流增长的实在太快，有些枢纽机场开始兴建新的航站楼，有些外⾏媒体将这些新航站楼也叫做“卫星厅”。
机场图布局
起飞最低标准
跑道信息
机场平面图提供机场布局的主要目的在于显示跑道轮廓 及提供长度、道面和标高的信息。更详细的描述在附加跑 道信息栏中可以找到。
机场跑道信息主要包括下列信息： ➢ 跑道编号及磁向 ➢ 跑道标高和长度 ➢ 跑道入口内移及停止道 ➢ 跑道道面 ➢ 阻拦装置和阻拦栅 ➢ 无跑道着陆区
跑道编号及磁向
有顺序闪光 灯的中强度 进近灯光系 统
MALSF
名称
英文缩写 机场图符号 实际构型
全向进近灯 光系统
ODALS
名称
英文缩写 机场图符号 实际构型
跑道对准指 示灯光
RAIL
名称
英文缩写 机场图符号 实际构型
卡尔弗特进 CALVERT
近灯光系统
名称
英文缩写
机场图符 号
实际构型
卡尔弗特
CALVERT
建筑物 公路 铁路 电线
电线杆
天然地标
标高点 悬崖 树林
附加跑道信息
机场平面图上难以标绘全部需要的机场信息，杰 普逊机场图将这些需要的信息标注在平面图下方的 附加跑道信息表格。附加跑道信息包括机场各跑道 灯光、可用跑道长度和宽度以及各种注释。除了永 久关闭的跑道、无灯光跑道和滑雪式简易跑道外， 附加跑道信息表格中提供机场图上标绘的每一条跑 道的信息，并在第一栏标明跑道编号。在表格底部 可以查询注释内容。
香港INTL的附加跑道信息
跑道灯光系统
跑道视 程
可用长度
注释
跑道宽度
每一个附加跑道信息表格都包括三种信息： 灯光系统和设施 可用跑道长度 宽度
灯光系统和设施
跑道灯光系统包括HIRL 、CL、TDZ。HIRL间隔是60米，CL的 间隔是15（30）米。
香港机场地图
停車場 Car Park
關愛閣 Caring Corner
兒童遊樂區 Children Play Area
兒童電視廊 Children TV Lounge
中國簽證 China Visa
藝術品展覽 Cultural Display 離港 Departures
傷殘人士專用洗手間 Disabled Toilet
1 客運大樓
Terminal
பைடு நூலகம்
L7 貴賓室 Lounges
The Pier
北衛星客運廊
North Satellite Concourse
L5 離港層 Departures level
L4 離港層 Departures level
接駁巴士往北衛星客運廊閘口 501-510 Shuttle bus to North Satellite Concourse gates 501 - 510
L4 抵港層 Arrivals level
為了安全、保安及監察，本客運大樓 部分位置設閉路電視並在運作中。 CCTV cameras are installed at selected locations in this passenger terminal building and in operation for the purposes of safety, security and surveillance.
抵港層 Arrivals level
國泰航空 － 賞心堂 Cathay Pacific - The Arrival
（二號客運大樓第三層/ Level 3, Terminal 2）
環亞機場貴賓室 Plaza Premium Lounge
香港国际机场
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维普资讯
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维普资讯
平面 图
机 场 的 内部 空 间 以及 机 场 建 筑 ，都 强 调 明确 的 方 向感 ，使 乘 客 能 够 明 确 自 己 所 在 的 位 置 并 能 看 到 外 面 的 大 海 和 飞 机 。 建 筑 的Ｙ形 设 计 和 拱 形 的 屋 顶 结 构 是 统 一 的 建 筑 元 素 ， 不 管 整 体 建 筑
维普资讯
名 师档 案 －Ａｒｈｔ ｃ ｒ ｆｅ ● ｃ ｉ ｔ ｏｉ ｅ Ｐ ｌ
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摄 影 ： 付 志 刚
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香港国际机场分析报告(航空货运,2030规划大纲)
香港国际机场——航空货运基本情况—
5—
1.1 香港国际机场简介
•香港国际机场 - 所获殊荣（截取部分）
亚洲最佳机场 ——《亚洲新闻》 (Asiaweek) (2000年) 亚太区最佳机场 ——牙买加蒙特哥贝第七届世界旅游奖(World Travel Awards) (2000年) 全球最佳机场 —— 英国独立航空调查机构－Skytrax (2001年至2005年) 最杰出货运机场 —— 英国航空货运杂志《Air Cargo News》 (2002年至2003年) 国际航空运输协会金鹰奖 —— 国际航空运输协会 (2002年) 全球最佳机场 —— 国际著名旅游业刊物出版机构－Travel Trade Gazette (2003年至2006年) 全球最佳机场特别嘉许奖 —— 国际航空运输协会 (2004年)（为表扬机场在2003年非典型肺炎爆发前后提供癿卐越服务。）
香港国际机场俗称赤鱲（liè)角机场 位于香港新界大屿山赤鱲角；香港现时唯一运作癿民航飞机场 管理机构：香港机场管理局 启用日期：1998年7月6日 类别：4F国际航空枢纽机场 货运吞吏量： 货物410万公吨（2011年） 市区距离： 34公里 枢纽航空公司： 国泰、港龙、华民、港航、港运
LOGO
Part 1
机场空运中心
以新鸿基地产发展 有限公司为首癿财团
总楼面面积为 13.9万平斱米
仓储服务
LOGO
Part 1
香港国际机场——航空货运基本情况—
19 —
1.2 香港国际机场航空货运现状
•航空物流运作模式
运营机构（货运设斲均以与营权或特许经营牌照斱式批授予第三斱服务商经营）
香港国际机场将大部分癿航空物流业务，以与营权斱式批授予特定服务供应商经营。 每项与营权均遵照廉政公署癿指引严格招标，幵以「建造、营运、秱交」癿模式批出。香港国际机场不与营服务商以夥伴兲 系合作，定期実视与营商癿表现，幵根据讣可癿国际及业界标准评定与营商癿运作水平。
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環亞機場貴賓室 Plaza Premium Lounge
（二號客運大樓第三層/ Level 3, Terminal 2）
皇家楓蘭貴賓室 Royal Orchid Lounge
（鄰近 40號閘口/ Close to gate 40）
北衛星客運廊
North Satellite Concourse
L5 抵港層 Arrivals level
W1
商店 Shops
餐廳 Restaurants
旅客服務 Services
28
抵港閘口號碼 Arrival gate number
轉換樓層 Change of levels
旅客捷運系統行走方向 Automated People Mover travelling direction
旅客捷運系統行走方向 Automated People Mover travelling direction
連接一號客運大樓及二號客運大樓之路線 Connection between Terminal 1 & Terminal 2 連接一號客運大樓及北衛星客運廊 Connection between Terminal 1 & North Satellite Concourse
飲水機 Drinking fountain
自動扶手梯 Escalators
行李寄存 Left baggage
升降機 Lift 醫療中 exchange
嬰兒室 Nursing room 郵政信箱 Post box
祈禱室 Prayer room
吸煙室 Smoking lounge
旅客捷運系統 Automated People Mover
自動櫃員機 Auto teller machine
銀行 Bank
兒童遊樂區 Children play area
兒童電視廊 Children TV lounge
中國簽證 China Visa
藝術品展覽 Cultural display
傷殘人士專用洗手間 Disabled toilet
為了安全、保安及監察，本客運大樓 部分位置設閉路電視並在運作中。 CCTV cameras are installed at selected locations in this passenger terminal building and in operation for the purposes of safety, security and surveillance.
的士 Taxi
團隊／酒店巴士 Tour/ Hotel coach
往內地旅遊車 Mainland coach
往內地轎車 Mainland limousine
機場資訊 Airport information 旅客捷運系統 Automated People Mover 自動櫃員機 Auto teller machine 銀行 Bank 中國簽證 China Visa 藝術品展覽 Cultural display 傷殘人士專用洗手間 Disabled toilet
商店 Shops
餐廳 Restaurants
娛樂 Entertainment
旅客服務 Services
航空公司貴賓室、沐浴及收費候機室 Airline, shower & pay-in lounges
28
登機閘口號碼 Departure gate number
轉換樓層 Change of levels
聯合航空貴賓室 United Club
（鄰近 60號閘口/ Close to gate 60）
停車場 Car park
離港 Departures
酒店及旅行社專車候車室 Hotel and travel agent limousine lounge
出境櫃檯 Immigration
報案中心 Police reporting centre
連接一號客運大樓及二號客運大樓之路線 Connection between Terminal 1 & Terminal 2 連接一號客運大樓及北衛星客運廊 Connection between Terminal 1 & North Satellite Concourse
為了安全、保安及監察，本客運大樓 部分位置設閉路電視並在運作中。 CCTV cameras are installed at selected locations in this passenger terminal building and in operation for the purposes of safety, security and surveillance.
2014年12月印製 Printed in December 2014 (AFD 12/14)
L7 航空公司貴賓室、 沐浴及收費候機室
Airline, shower and pay-in lounges
北衛星客運廊
North Satellite Concourse
L5 離港層 Departures level
L3
前往二號停車場 Go to Car park 2
前往一號停車場 Go to Car park 1
旅客捷運系統 Automated People Mover
T列ra車in t往o a所ll b有o登ard機in閘g g口ates
前往三號停車場 Go to Car park 3
機場客運大樓設施指南
Airport passenger terminal facilities directory
L4 離港層 Departures level
專車往北衛星客運廊閘口 501-510 Shuttle bus to North Satellite Concourse gates 501 - 510
(車程約5分鐘 Travelling time approx. 5 mins.)
L7 旅客登記行段 Check-in aisle L6
（二號客運大樓第三層/ Level 3, Terminal 2）
往內地／澳門快船 Ferries to Mainland/ Macau
轉機處
Transfer area
航空公司櫃檯 Airline desks
E1,
E2,
W1
機場快 Airport Express
A 接機大堂 Arrival hall A
銀刃貴賓室 SilverKris Lounge
（鄰近 15號閘口/ Close to gate 15）
維珍航空貴賓候機會所 The Clubhouse
（鄰近 60號閘口/ Close to gate 60）
澳洲航空香港貴賓室 The Qantas Hong Kong Lounge
（鄰近北出境檢查大堂/ Close to North Immigration Hall）
B 接機大堂 Arrival hall B
提取行李 Baggage reclaim
巴士 Bus
海關 Customs
酒店及旅行社專車候車室 Hotel and travel agent limousine lounge
入境櫃檯 Immigration
報案中心 Police reporting centre
洗手間(不在圖內顯示) Toilet (Not shown on map)
（鄰近 16號閘口/ Close to gate 16）
大韓航空貴賓室 KAL Lounge
（鄰近 15號閘口/ Close to gate 15）
環亞機場貴賓室 Plaza Premium Lounge
（鄰近 1號閘口/ Close to gate1）
環亞機場貴賓室 Plaza Premium Lounge
團隊／酒店巴士 Tour/ Hotel coach
往內地旅遊車 Mainland coach
往內地轎車 Mainland limousine
航空公司服務櫃檯 Airline services desk
機場資訊 Airport information
機場失物認領處 Airport Lost and Found
離港層 Departures level
國泰航空 － 逸連堂 Cathay Pacific - The Bridge
（鄰近36號閘口/ Close to gate 36）
國泰航空 － 爾雅堂 Cathay Pacific - The Cabin
（鄰近23號閘口/ Close to gate 23）
國泰航空 － 玉衡堂 Cathay Pacific - The Pier
L4 抵港層 Arrivals level
專車由北衛星客運廊到抵港層 Shuttle bus from North Satellite Concourse to arrivals level
L5 抵港層 Arrivals level
E1 E2
旅客捷運系統 Automated People Mover
（鄰近63號閘口/ Close to gate 63）
國泰航空 － 寰宇堂 Cathay Pacific - The Wing
（鄰近 2號閘口/ Close to gate 2）
中華航空貴賓室 China Airlines Lounge
（鄰近 1號閘口/ Close to gate 1）
香港航空貴賓室 - 紫荊堂 Club Bauhinia Hong Kong Airlines Lounge
（鄰近 23號閘口/ Close to gate 23）
中國航空公司貴賓室 CNAC VIP Lounge