Radar
Data Processing & Display System (RDPDS), Flight Data
Processing System (FDPS) and Simulator System (SIM)
Primary
Surveillance Radar (PSR)
Secondary
Surveillance Radar (SSR)
Surface
Movement Radar (SMR)
Control
Tower Simulator (CTS)
Off-the
Shelf Simulator (OTS)
Instrument
Landing System (ILS)
Doppler
Very High Frequency Omni-directional Range and Distance
Measuring Equipment (DVOR/DME) System
Aeronautical
Information DataBase (AIDB) System
Automatic
Message Switching System (AMSS)
High
Frequency/Very High Frequency/Ultra High Frequency (HF/VHF/UHF)
Communication Equipment
Speech
Processing Equipment (SPE)
Voice
Recording System (VRS)
Automatic
Terminal Information System (ATIS)
Automatic
Volmet Broadcast System (AVBS)
Private
Automatic Exchange (PAX)
Public
Automatic Branching Exchange (PABX)
Microwave
Link System (MLS)
Direction
Finding (DF) Equipment
Master
Clock System (MCS)
Non-directional
Beacon (NDB)
Integrated
Centralised Monitoring System (ICMS)
ATC
Equipment for Backup Air Traffic Control Centre/Tower (BATCC/Backup
TWR)
Precision
Runway Monitor (PRM)
Radar
Data Processing & Display System (RDPDS), Flight Data
Processing System (FDPS) and Simulator System (SIM) -- (The
heart of the air traffic control system)
The
RDPDS processes the radar data from various primary and
secondary radars to present the aircraft position and its
related information, e.g. aircraft callsign, altitude, ground
speed, aircraft category, etc. on the radar display. This
information is used by air traffic controllers to control
the approach/departure, terminal and en-route traffic. New
features such as conflict alert and minimum safe altitude
warning (MSAW) systems are provided to further enhance flight
safety.
The FDPS processes the flight plan data from aeronautical
messages and prints out flight progress strips automatically
for use by air traffic controllers to update/monitor the
aircraft flight profile, such as flight route, estimated
time of departure/arrival, flight level, expected times
at reporting points, cruising speed, etc.
The SIM is a replica of the operational system and is used
for the training of air traffic controllers and evaluation
of air traffic control procedures.
Primary
Surveillance Radar (PSR)
This type of radar detects
and provides both range and bearing information of an aircraft
within its effective coverage. Depending on the application,
the coverage will be within 80NM for approach control or
within 200NM for en-route control purpose.
A short range PSR is installed at Sha Chau to detect aircraft
operating within the approach and departure areas of the
HKIA.
Secondary
Surveillance Radar (SSR)
This type of radar provides,
after processing, the range, bearing, altitude and identity
(callsign) of an aircraft. The coverage can reach 250NM.
A SSR can provide more useful information than PSR but is
subject to the proper functioning of the aircraft's transponder.
To provide the best radar picture with a continuous display
of aircraft targets, the SSR is usually paired with a PSR
for air traffic control operation.
A SSR is co-mounted with the PSR at Sha Chau and serves
to supplement the coverage of existing radars at Mount Parker
and Beacon Hill.
Surface
Movement Radar (SMR)
This radar is mounted on top
of the Aerodrome Control Tower for surveillance of the movement
of aircraft and vehicles on the runway and taxiways, as
well as ships in the adjacent sea area. The accurate information
provided enables the tower controller to maintain a smooth
flow of traffic during low visibility or darkness.
Control
Tower Simulator (CTS)
This simulator uses the latest imaging
technology to simulate the airport environment, during day
or night, and under good or bad weather conditions. It is
an effective tool for the training of air traffic controllers
on aerodrome control.
Off-the
Shelf Simulator (OTS)
This is a separate radar simulator used
for area control and radar control training of controllers.
Instrument
Landing System (ILS)
A standard ICAO precision landing aid to
provide accurate azimuth and descent guidance signals for
use by aircraft for landing on the runway under adverse
weather conditions. The equipment serving both approach
directions of the south runway has been certified for Category
II operation with a decision height of 15m. For the north
runway, similar Category II equipment is installed for aircraft
approaching from the southwest while more precision Category
III equipment, which supports blind landing from northeast
direction, has also been provided.
Doppler
Very High Frequency Omni-directional Range and Distance
Measuring Equipment (DVOR/DME) System
Standard ICAO radio navigational aids used
to provide bearing and distance information to aircraft
and to define air traffic control routes for en-route, terminal
and instrument approach/departure procedures.
DVOR/DME stations are installed at Lung Kwu Chau (LKC) and
Siu Mo To (SMT) to support departure and missed approach
paths of the HKIA.
Aeronautical
Information DataBase (AIDB) System
A database and information display system
used for the generation, distribution and storage of Notices
to Airmen (NOTAM), meteorological information and forecasts,
and other aeronautical information for use by air traffic
service operators and pilots. The information can be accessed
via computer terminals.
Automatic
Message Switching System (AMSS)
A standard ICAO ground-to-ground communication
system for the exchange of air traffic control messages
within the Aeronautical Fixed Telecommunication Network
(AFTN) between Hong Kong and overseas airports.
High
Frequency/Very High Frequency/Ultra High Frequency (HF/VHF/UHF)
Communication Equipment
This includes the radio transmitters and
receivers operating on various frequencies used for both
long-range and short-range air/ground communications with
aircraft.
The equipment are installed at Cape D'Aguilar, Mount Butler,
Victoria Peak, Tai Mo Shan, North Lantau, Mount Parker,
Beacon Hill, and on-Airport sites.
Speech
Processing Equipment (SPE)
This is a computerised voice communication
system between pilots and air traffic controllers, and between
air traffic control positions in the Air Traffic Control
Centre, Aerodrome Control Tower, Rescue Coordination Centre
and Aeromobile Centre by using pre-set switching and distribution
of various aeronautical frequencies and direct communication
lines. The new computerised system will enhance the overall
efficiency in communications.
Voice
Recording System (VRS)
The system is used for
24-hour recording of over 500 air/ground radio communications
and telephone
communication channels between Air Traffic Control Centre
of CLK and other external agents. The recordings are essential
for the investigation of aircraft incidents and accidents.
Automatic
Terminal Information System (ATIS)
A VHF broadcasting system for continuous
dissemination of vital information (such as updated airfield,
meteorological and navigational aids serviceability information,
etc.) to pilots departing from or arriving at HKIA.
Automatic
Volmet Broadcast System (AVBS)
The system is used to broadcast automatically
recorded meteorological information for various airports
including Hong Kong and the neighbouring aerodromes e.g.
Guangzhou, Naha, Taipei, etc. at regular intervals.
Private
Automatic Exchange (PAX)
An internal telephone system for quick
and direct communications between various control positions
of CAD in the Air Traffic Control Complex (ATCX).
Public
Automatic Branching Exchange (PABX)
A telephone system installed in ATCX for
efficient communications between operational positions in
the ATCX and external parties through the Public Service
Telephone Network.
Microwave
Link System (MLS)
The system is used for
conveyance of radar and air/ground communication signals,
equipment status indication and remote control signals between
various remote CAD radar, navigational aid and communication
stations and the operation and maintenance centres at the
HKIA.
Direction
Finding (DF) Equipment
A VHF radio station which
generates a bearing line on the radar display when an aircraft
transmits. It facilitates air traffic controllers to identify
aircraft operating within his area of jurisdiction.
Master
Clock System (MCS)
A centralized clock system
in the ATCX to set the time standard according to international
time reference derived from the Global Positioning System
(GPS). It is also used to synchronise the time signals between
all elements of the CLK ATC system, as well as to display
standard times for controllers' reference.
Non-directional
Beacon (NDB)
A standard radio navigational
beacon installed at the southwest end of the runway promontory
to provide track guidance to aircraft departing from the
runway.
Integrated
Centralised Monitoring System (ICMS)
A computerised central monitoring
system used in the CAD Maintenance Centre to monitor the
status and alarm indicators of the whole ATC system including
its sub-units so as to enable efficient equipment monitoring
and supervision by a 24-hour watch-keeping team.
ATC
Equipment for Backup Air Traffic Control Centre/Tower (BATCC/
Backup TWR)
The Backup
Air Traffic Control Centre/ Tower
In the event
of serious fire or hazardous incidents which render the
Air Traffic Control Complex (ATCX) inaccessible, normal
air traffic control (ATC) services will be severely disrupted.
To maintain the continuous ATC services, a Backup Air Traffic
Control Complex (BATCX) equipped with all essential backup
ATC facilities is considered necessary. These backup facilities
can support about 30 per cent air traffic control handling
capacity to maintain a safe and orderly flow of air traffic.
Construction work of the building started in April 1998
and was completed in August 1999 for equipment installation.
The major ATC equipment installed in the BATCX include Radar
Data Processing Display System/Flight Data Processing Display
System; Speech Processing Equipment; Automatic Message Switching
System; Aeronautical Information Database; Microwave Link
System; Very High Frequency Communications Equipment; High
Frequency Communications Equipment; Voice Recording System;
Automatic Terminal Information Service and Automatic VOLMET
Broadcast Service System; Master Clock System; Air Report
Display & Statistics System; and Integrated Centralised
Monitoring System. The equipment need are the same as those
in the main operational centres, so as to minimise training
and operational inconvenience to the air traffic controllers.
Following successful testing and system integration in end
December 1999, the backup ATC facilities (including the
meterological systems) are available for the controller
familiarisation/training and to back up the ATC services
in case of need.
Precision
Runway Monitor (PRM)
After
a series of stringent tests and optimisations, the Precision
Runway Monitor (PRM) system, costing about $104 million
and installed at the Hong Kong International Airport in
1999, is now operational.
The PRM system, initially developed by the Federal Aviation
Administration, USA, was installed to enhance flight safety
and increase runway capacity in airports with dual (parallel
or near-parallel) runways. Other than Hong Kong, there are
two similar systems in USA and one in Sydney, Australia
currently in use.
The PRM is basically a Monopulse Secondary Surveillance
Radar (MSSR) that employs electronically-scanned antennas
configured in a circular array. Compared with conventional
SSR, the PRM has no scan rate restrictions, thus capable
of providing a much faster update rate (up to 0.5 second),
better target presentation in terms of accuracy, resolution,
and track prediction. The system is designed to search,
track, process and display SSR equipped aircraft within
an airspace of 32 nautical miles in range and 15,000 feet
in elevation. Visual and audible alerts will be generated
to warn controllers to take corrective actions. The Hong
Kong PRM system can track as many as 41 targets with a target
update rate as frequent as one per second.
Hong Kong CAD has installed in total seven PRM radar displays:
three in the operational Air Traffic Control Complex, one
in the Backup Air Traffic Control Complex, one in the PRM
Simulator and two as standby.
The PRM has been put into operational use since March 2001.
More PRM procedure development and evaluation will be continuing
to explore the full benefit of the PRM.