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MHT4029.2-2024 English PDF

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MHT4029.2-2024: Civil aviation air traffic control automation system - Part 2: Technical requirement
Status: Valid

MHT4029.2: Historical versions

Standard ID	USD	BUY PDF	Lead-Days	Standard Title (Description)	Status
MH/T 4029.2-2024	479	Add to Cart	4 days	Civil aviation air traffic control automation system - Part 2: Technical requirement	Valid
MH/T 4029.2-2012	RFQ	ASK	3 days	Civil aviation air traffic control automation system－Part 2: Technical requirement	Obsolete

Similar standards

GB/T 23420 MH/T 4042 MH/T 4028.1 MH/T 4029.3

Basic data

Standard ID: MH/T 4029.2-2024 (MH/T4029.2-2024)
Description (Translated English): Civil aviation air traffic control automation system - Part 2: Technical requirement
Sector / Industry: Civil Aviation Industry Standard (Recommended)
Classification of Chinese Standard: V54
Classification of International Standard: 03.220.50
Word Count Estimation: 23,282
Date of Issue: 2024-02-27
Date of Implementation: 2024-03-01
Older Standard (superseded by this standard): MH/T 4029.2-2012
Issuing agency(ies): Civil Aviation Administration of China

MHT4029.2-2012: Civil aviation air traffic control automation system－Part 2: Technical requirement

---This is a DRAFT version for illustration, not a final translation. Full copy of true-PDF in English version (including equations, symbols, images, flow-chart, tables, and figures etc.) will be manually/carefully translated upon your order.
Civil aviation air traffic control automation system-Part 2.Technical requirement ICS 03.220.50 V 54 MH Civil Aviation Industry Standard of the People's Republic of China Civil Aviation Air Traffic Control Automation System Part 2.Technical requirements 2012-06-29 released 2012-11-01 Implementation Issued by Civil Aviation Administration of China

Foreword

MH/T 4029 "Civil Aviation Air Traffic Control Automation System" plan released The following parts. --Part 1.Configuration; --Part 2.Technical requirements; --Part 3.Interface; --Part 4.Human-machine interface; --Part 5.Test method. This part is part 2 of MH/T 4029. This part is drafted in accordance with the rules given in GB/T 1.1-2009. This part is proposed and explained by the Air Traffic Control Industry Management Office of the Civil Aviation Administration of China. This part was approved by the Aircraft Airworthiness Certification Department of the Civil Aviation Administration of China. This part is under the jurisdiction of the China Academy of Civil Aviation Science and Technology. Drafting organizations of this section. Air Traffic Control Industry Management Office of Civil Aviation Administration of China, Second Research Institute of Civil Aviation Administration of China. The main drafters of this section. Tian Zhencai, Yang Xiaojia, Li Huaqiong, Li Gang, Xie Yulan, Chen Wenxiu, Huo Zhenfei, Li Dan. Civil Aviation Air Traffic Control Automation System Part 2.Technical requirements

1 Scope

This part of MH/T 4029 specifies the technical requirements and working environment requirements for civil aviation air traffic control automation systems. This part is applicable to the planning, design, manufacturing, construction, and construction of various types of civil aviation air traffic control automation systems (hereinafter referred to as systems). Test and use.

2 Normative references

The following documents are indispensable for the application of this document. For dated reference documents, only the dated version applies to this article Pieces. For undated references, the latest version (including all amendments) applies to this document. MH/T 4007 Civil Aviation Flight Dynamic Fixed Telegram Format MH/T 4008 Air Traffic Control Radar and Control Center Facilities Coordination and Transfer Data Specification MH 4011 flight schedule MH/T 4012 Air Traffic Control Radar Sign MH/T 4022 Air traffic control automation system minimum safe altitude warning and short-term flight conflict warning function MH/T 4024 Civil aviation flight dynamic telegram automatic processing MH/T 4029.1 Civil Aviation Air Traffic Control Automation System Part 1.Configuration 3 Terms, definitions and abbreviations 3.1 Terms and definitions The following terms and definitions defined in MH/T 4029.1 apply to this document. 3.1.1 Flight data region The air traffic control automation system defines the airspace to be managed. 3.1.2 Multi-radar track The track generated by the fusion of multiple radar data. 3.1.3 Flight plan track The trajectory is calculated based on the flight plan data. 3.1.4 System track The track generated by comprehensive processing of data from multiple monitoring sources. 3.1.5 Synthetic track Contains track information including system track and flight plan data. 3.1.6 Performance based navigation Under the corresponding navigation infrastructure conditions, when the aircraft is flying in the designated airspace or along the route or instrument flight procedures, the system Performance requirements in terms of accuracy, integrity, availability, continuity, and functionality. 3.2 Abbreviations The following abbreviations apply to this document.

4 Technical requirements

4.1 General 4.1.1 The system should include surveillance data processing, flight data processing, surveillance data and flight plan related processing, warning processing, arrival scheduling Function modules such as sequence, record playback, interface management, system monitoring, offline data management and man-machine interface. 4.1.2 The system shall adopt a modular design with a stable, redundant and open system structure. 4.1.3 The system should have fault isolation capability, and any single point of failure should not affect the normal operation of the system. 4.1.4 The system should have the ability to process monitoring data, AFTN messages and AIDC messages. 4.1.5 The system should support a working mode not lower than the three-network operation. 4.1.6 The system should have online self-checking and monitoring functions. 4.1.7 The system should have full-featured master and backup processing capabilities. When the main processor fails, the system should be in the absence of operator intervention Automatically switch to running on the backup processor. When the system is running normally, the main and standby switching can only be performed by manually sending a switching command. During the main and standby switching process, no data should be lost and normal operation of the system should not be affected. 4.1.8 The system should be able to receive external clock signals for system synchronization. The system should adopt UTC time. 4.1.9 The hardware equipment of the system should adopt general commercial shelf products. The software of the system should have good hardware compatibility. 4.1.10 The system should adopt the world geodetic coordinate system (WGS-84 coordinate system). 4.1.11 The system shall have the function of data synchronization with other systems and be able to be managed on the relevant seats. 4.1.12 The system shall have software configuration and data management functions. 4.1.13 The system shall have log management functions. 4.2 Monitoring data processing 4.2.1 The system should be able to receive and process surveillance data such as radar and ADS-B. 4.2.2 The system should be able to monitor the monitoring data source in real time, and compare and select the monitoring data of dual input. When single or multiple monitoring When the data source is abnormal or interrupted, the system shall give an alarm and conduct manual or automatic isolation, and shall not affect the normal operation of the system. 4.2.3 The system should have overload handling function. The system should monitor the monitoring data flow, produce acceptable overflow when overloaded, and produce Alarm information. 4.2.4 The system should perform fusion processing on radar data and ADS-B data, and the quality of the system track generated should not be lower than that involved in the fusion processing. The track quality of any monitoring data. 4.2.5 When the system performs ADS-B data and radar data fusion processing, radar or other monitoring methods should be used to verify ADS-B data Effectiveness. 4.2.6 When the ADS-B track and radar track are both valid, the system should display the system track. Aircraft with ADS-B capabilities are not on the radar When in the coverage area or when the radar fails, the ADS-B track should be displayed. 4.2.7 In areas not covered by surveillance signals, the system should display the flight plan track. 4.2.8 The display of radar trajectory, ADS-B trajectory and flight plan trajectory should use different signs, and comply with MH/T 4012. 4.2.9 The requirements for radar data processing are as follows. a) The point-track fusion multi-radar processing or the track fusion multi-radar processing method should be adopted; b) The quality of the multi-radar track formed after multi-radar data processing should not be lower than the quality of any single radar track participating in the fusion; c) The system should be able to process point track, track and point track data of primary radar, secondary radar, primary and secondary radar (including smoothed The processed point trail, track and point trail, and the original point trail, track and point trail without smoothing processing); d) The system should be able to process various data information such as true north signal, sector information, test target data, etc., for use in corresponding radar data processing As the basis for judging the quality of radar circuit and radar signal; e) The system should be able to process radar data format information complying with MH/T 4008 and other radar data format information in use; f) Radar data processing should have abnormal data processing functions. When the number, length, and format of the received radar data packets are abnormal, It can be processed and filtered; g) Radar data processing should have time-scale processing capabilities; h) The system should have radar signal status management and control functions, including. 1) Set the radar data unavailability standard, when the radar data is unavailable, manually or automatically isolate the radar data of the road, the system The monitoring function issues an alarm (sound, color prompt); 2) When the isolated radar data of a certain road is available, the system monitoring function will issue relevant prompts; 3) It can isolate and restore radar data of a certain road through manual operation; i) When the system compares and selects radar data, the quality evaluation items should include. 1) Check code check; 2) The necessary items of radar data are missing and the format correctness check; 3) Check the continuity of radar true north data and sector data; 4) Check the continuity of the track of the tracked radar; 5) Inspection of radar data delay; 6) Error events reported by radar; j) In the multi-radar coverage area, a single radar failure should not affect the continuous display of multi-radar targets, and should not cause any system functions. influences; k) The system should have the ability to process SPI codes; l) The system should be able to process radar weather channel data, and superimpose the processing results on the control seats, at least be able to process and distinguish Show three-level meteorological echo information; m) The system should be able to correct the air pressure height based on the QNH value of the radar data connected; n) During multi-radar data fusion processing, the system should have the function of dynamically setting calculation weights. 4.2.10 ADS-B data processing requirements are as follows. a) The system should be able to receive and process ADS-B data conforming to the ASTERIX format; b) The system should be able to correct the air pressure height based on the QNH value of the connected ADS-B data; c) The system should have the function of processing single-channel and multi-channel ADS-B data and forming ADS-B composite track. Single-channel ADS-B data is abnormal It should not affect the processing of multiple ADS-B composite tracks. 4.3 Flight data processing function 4.3.1 The system should be able to automatically handle. a) AFTN message specified by MH/T 4007; b) AIDC message; c) Meteorological messages (METAR, SPECI, TAF). 4.3.2 Large-scale systems should be able to automatically process GRIB messages and use GRIB data to correct the calculation results of the flight plan profile. Small and medium The system can be equipped with this function. 4.3.3 The system should be able to perform QNH data update and QNH division processing through automatic processing of meteorological information and manual input. 4.3.4 The system should be able to automatically receive and process AFTN messages, and be able to automatically or manually send AFTN messages. Respond when processing AFTN messages Check the correctness of message structure, syntax and semantics. 4.3.5 The system should have a certain degree of fault tolerance. When receiving an incorrect or incomplete AFTN message, it can send messages that cannot be automatically processed. Delivered to the designated seat. The message data processing flow shall comply with MH/T 4007, MH/T 4008, MH/T 4024 and ICAO Doc 4444-ATM/501 Provisions. 4.3.6 When establishing and modifying flight plans, the system should check the correctness of the structure, syntax and semantics of the flight plan. 4.3.7 The semantic check of flight data processing shall meet the following requirements. a) The secondary radar transponder code conforms to the secondary radar equipment type; b) The aircraft type is the existing aircraft type, and the altitude and speed are matched; c) The type of wake is consistent with aircraft performance; d) The cruising speed is consistent with the aircraft performance; e) The flight altitude is lower than the maximum performance altitude of the aircraft; f) The latitude and longitude representation format is consistent; g) The flight time in the flight information region does not exceed 24 hours; h) Have the necessary estimated flight time. 4.3.8 The flight data processing should be able to check the validity, correctness and uniqueness of the route in FPL telegram group 15. 4.3.9 Flight data processing should be able to generate flight plans through automatic and manual methods. It should be automatically generated by processing FPL and CPL messages The flight plan is generated manually through the template method. 4.3.10 The life cycle of the flight plan should include the following states or equivalent states. The unregulated status, the first handover status, the regulated status, and the handover status in the above status are collectively referred to as the activated status. 4.3.11 The system should have the function of backing up historical flight plan records. 4.3.12 The system shall have internal handover function and external handover function. The internal handover function of the system should support manual or automatic handover and reception between seats. When the system is externally handed over, it should support the AIDC handover agreement, and use the ICD in accordance with the ICAO Asia-Pacific region on AIDC. Automatic transmission, reception and processing of AIDC telegrams should be able to realize the control handover function under the AIDC protocol. The system should be able to support point-to-point and AFTN AIDC communication mode for message transmission, and multiple general physical interface modes can be selected. 4.3.13 The system should be able to group 15 route information according to the FPL message, the longitude or latitude of the current flight plan data, and the actual flight received. Flight altitude and command permission flight altitude information to calculate the flight plan trajectory, determine the entry point and flight out of the controlled sector and flight data area Point, calculate the boundary time of each functional sector, and calculate the handover time. 4.3.14 When the system calculates the flight plan trajectory, it should use the vacuum speed and high-altitude wind value to calculate the forecast of all the waypoints passed by. Flying over time. 4.3.15 The flight data airspace managed by the system should be able to be defined by polygons and altitude layers. 4.3.16 The system should be able to modify the flight plan automatically and manually. 4.3.17 The system should be able to manually modify the flight gauge through the full sign of the system track, electronic progress sheet, flight plan track, and flight plan window. Draw. 4.3.18 The system should automatically modify the relevant flight after receiving the AFTN message, AIDC message, and automatic position report of the monitoring data processing function. Plan and recalculate, update the flight plan data. 4.3.19 The system shall have the function of processing flight schedules, and shall be able to provide electronic schedules and paper schedules. 4.3.20 When the system adopts the paper process sheet method, it should be able to automatically assign the process sheet to the control seat corresponding to the functional sector, and be able to automatically Or print the progress list manually. The format of the progress list should comply with MH 4011 regulations and can be modified according to user needs. 4.3.21 The system should be able to display the electronic progress list by selecting options such as flight plan status and waypoints, and sort them according to relevant content. can Modify the flight plan data through the electronic progress list, and also display all the information of the corresponding flight plan through the electronic progress list. 4.3.22 The system should be able to automatically assign the electronic progress ticket to the control seat corresponding to the functional sector, and it should also be equipped with an electronic progress ticket showing all sectors The function of the ticket. 4.3.23 The system should have the management function of the secondary radar transponder code, and comply with the civil aviation secondary radar transponder code management regulations. 4.3.24 The system should be able to automatically allocate and manage the code resources of the secondary radar transponder in this control area, and perform group management according to certain rules. 4.3.25 The system should be able to manually modify RVSM, ADS-B and PBN operating permit information through the flight plan window, electronic progress sheet, etc. 4.3.26 The system should display whether the aircraft is equipped with RVSM, ADS-B and PBN operations in the flight plan, electronic progress sheet and trajectory signs. ability. 4.3.27 The system should be able to set and print paper progress sheets with RVSM, ADS-B and PBN flags. 4.4 Monitoring data and flight plan related functions 4.4.1 The system should have the function of automatically relating the system track to the flight plan. 4.4.2 When the system realizes the system trajectory and flight plan correlation, the aircraft's 24-bit address code, secondary radar transponder code, Various matching factors such as flight number and location can realize correct automatic correlation. 4.4.3 The system should not automatically correlate tracks that have generated duplicate code alarms. 4.4.4 The system should have functions related to system track and flight plan. 4.4.5 The system should have the function of automatically maintaining the system track and flight plan. When the relevant retention rules are no longer met, de-correlation occurs, etc. In case of situation, it should be automatically disassociated. 4.4.6 The system should have the function of manual de-correlation, and the flight plan that has been manually de-correlated should no longer be automatically correlated with the original track. 4.4.7 When the relevant aircraft in the system change the secondary radar transponder codes to 7500, 7600, 7700, they should not be de-correlated. 4.4.8 When the system's flight plan track display function is available, the flight plan track should be automatically displayed under the following conditions. a) The flight plan is active and not related to surveillance data; b) The monitoring data of the relevant target track disappears. 4.5 Alarm function 4.5.1 Critical alarm 4.5.1.1 When the system receives the emergency secondary radar transponder code, it should be able to recognize and process it immediately, and produce a sound on the control seat And color warning prompt. Emergency secondary radar transponder codes include 7500, 7600, 7700 and other predetermined codes. 4.5.1.2 When the system receives the emergency status information contained in the ADS-B data, it should be able to identify and process it im......

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Question 5: Should I purchase the latest version MHT4029.2-2024?

Answer: Yes. Unless special scenarios such as technical constraints or academic study, you should always prioritize to purchase the latest version MHT4029.2-2024 even if the enforcement date is in future. Complying with the latest version means that, by default, it also complies with all the earlier versions, technically.