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MHT4003.1-2021 English PDF

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MHT4003.1-2021: Specification for aeronautical communication navigation and surveillance station siting criteria - Part 1: Navigation
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MHT4003.1: Evolution and historical versions

Standard ID	Contents [version]	USD	STEP2	[PDF] delivered in	Standard Title (Description)	Status	PDF
MH/T 4003.1-2021	English	889	Add to Cart	7 days [Need to translate]	Specification for aeronautical communication navigation and surveillance station siting criteria - Part 1: Navigation	Valid	MH/T 4003.1-2021
MH/T 4003.1-2014	English	RFQ	ASK	3 days [Need to translate]	Specification for aeronautical communication navigation and surveillance station siting criteria－Part 1: Navigation	Obsolete	MH/T 4003.1-2014

PDF similar to MHT4003.1-2021

Standard similar to MHT4003.1-2021

GB/T 23420 MH/T 4007 MH/T 4002.1 MH/T 4003.2

Basic data

Standard ID	MH/T 4003.1-2021 (MH/T4003.1-2021)
Description (Translated English)	Specification for aeronautical communication navigation and surveillance station siting criteria - Part 1: Navigation
Sector / Industry	Civil Aviation Industry Standard (Recommended)
Classification of Chinese Standard	V54
Word Count Estimation	39,348
Issuing agency(ies)	Civil Aviation Administration of China

MHT4003.1-2014: Specification for aeronautical communication navigation and surveillance station siting criteria－Part 1: Navigation

---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.
Specification for aeronautical communication navigation and surveillance station siting criteria-Part 1.Navigation ICS 03.220.50 V 54 MH Civil Aviation Industry Standard of the People's Republic of China Replace MH/T 4003-1996 Civil Aviation Communication and Navigation Monitoring Station (Station) Setting Site Specification Part 1.Navigation 2014-02-08 released 2014-05-01 implementation Issued by Civil Aviation Administration of China

Foreword...II 1 Scope...1 2 Terms and definitions...1 3 Setting of Directionless Beacon...3 4 Heading beacon settings...4 5 Slide down beacon settings...7 6 Pointing beacon settings...10 7 Omnidirectional beacon settings...10 8 Rangefinder table settings...11 Appendix A (Normative Appendix) Calculation of the location of the glide beacon station...13 Appendix B (informative appendix) equipment and antenna selection for different venues...19

Foreword

MH/T 4003 "Civil Aviation Communication and Navigation Monitoring Station (Station) Setting Site Specification" is divided into two parts. --Part 1.Navigation; --Part 2.Monitoring. This part is part 1 of MH/T 4003. This part is drafted in accordance with the rules given in GB/T 1.1-2009. This Part and Part 2 together replace MH/T 4003-1996 "Aeronautical Radio Navigation Station and Air Traffic Control Radar Station Setting Site Compared with MH/T 4003-1996, the main technical changes are as follows. -Deleted the content of "requirements" (Chapter 3 of the.1996 edition); -Deleted the content of "Navigation Station and Air Traffic Control Radar Station" (Chapter 4 of the.1996 edition); -Modified "Issue Landing System Type I Operation Standard", "Instrument Landing System Type II Operation Standard", "Instrument Landing System The definition of “Class III operating standards of the system” (see 2.3, 2.4, 2.5, 2.8, 2.9, and 2.10 of the.1996 edition); --Modified the working frequency of the non-directional beacon, the working frequency of the heading beacon station and the working frequency of the rangefinder station (see 3.1, 4.1, 8.1, 5.1, 6.1, 10.1 of the.1996 edition); -Modify "Non-directional beacon station" to "Non-directional beacon station" and "Range finder station" to "Range finder station" (see section 3 Chapter, Chapter 8, Chapter 5 and Chapter 10 of the.1996 edition); -Modified the site and environmental requirements of the directionless beacon (see 3.4, 5.4 in.1996 edition); -Modified the site and environmental requirements of the heading beacon (see 4.3, 6.3 of the.1996 edition); -Modified the site and environmental requirements of the glide beacon (see 5.3, 7.3 of the.1996 edition); -Modify the location and environmental requirements of the pointing beacon station (see 6.3, 8.3 of the.1996 edition); -Modified the site and environmental requirements of the omnidirectional beacon station (see 7.3, 7.4,.1996 edition of 9.3, 9.4); -Modified the site and environmental requirements of the rangefinder platform (see 8.3, 10.3 of the.1996 edition); - Deleted the site specifications for the precision approach radar station (Chapter 11 of the.1996 edition); -Modify the content of the position calculation of the glide beacon (see Appendix A, Appendix C of the.1996 edition). This part is proposed 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. Li Qiguo, Guo Jing, Wei Tong, Li Li, Jin Liao, Ye Jiaquan, Yang Xiaojia, Cai Qi. MH/T 4003 was first released in August.1996. Civil Aviation Communication Navigation Monitoring Station (Station) Setting Site Specification Part 1.Navigation

1 Scope

This part of MH/T 4003 stipulates that civil aviation radio navigation stations include non-directional beacon, heading beacon, glide beacon, Setting requirements for pointing beacon station, omnidirectional beacon station and rangefinder station. This section applies to the settings of civil aviation radio navigation stations.

2 Terms and definitions

The following terms and definitions apply to this document. 2.1 Instrument landing system A system that provides the aircraft with heading path, glideslope and distance information from the landing end of the runway, and guides the aircraft to approach and land according to instrument instructions. Note. The instrument landing system includes VHF heading beacon equipment, UHF glide beacon equipment, VHF pointing beacon or distance meter (DME) And supporting monitoring system, remote control and indicating equipment. 2.2 Decision height When approaching and landing in accordance with the precision approach and landing procedure, the minimum altitude that determines the go-around or continued approach. 2.3 Operational standards of ILS CAT Ⅰ Use instrument landing system, decision height not less than 60 m, visibility not less than 800 m or runway visual range not less than 550 m precision approach And landing. 2.4 Operational standards of ILS CAT Ⅱ Use the instrument landing system, the decision height is less than 60 m, but not less than 30 m, and the runway visual range is not less than 300 m for precision approach and landing. 2.5 Operational standards of ILS CAT Ⅲ The type III operation of the instrument landing system is divided into three types. A, B, and C. Class ⅢA operation. use the instrument landing system, the decision height is less than 30 m, or no decision height, the runway visual range is not less than 175 m precision Approach and landing. Class ⅢB operation. use the instrument landing system, the decision altitude is less than 15 m, or no decision altitude, the runway visual range is less than 175 m, but not small Precision approach and landing at 50 m. Class IIIC operation. use instrument landing system, precision approach and landing without decision altitude and no runway visual range restrictions. 2.6 ILS reference datum The point at which the centerline of the runway intersects at a specified height above the entrance to the landing end of the runway through which the linear extension of the glideslope passes. 2.7 Runway threshold The beginning of the runway used for landing. 2.8 Stop end of the runway The reverse end of the runway corresponding to the runway entrance. 2.9 Glide path angle Represents the angle between the straight line of the average glide path of the instrument landing system and the horizontal plane. 2.10 Offset angle The horizontal angle formed by the connection between the location of the decision height and the course beacon antenna and the extension of the runway centerline. 2.11 Protection area A specific area delineated near the antenna of the navigation station to ensure that the space navigation signal is not interfered. Note. The protection zone of the instrument landing system includes the critical zone and the sensitive zone. 2.12 Critical area In a prescribed area near the heading beacon and glide beacon, obstacles in the area will cause interference to the ILS space signal. Acceptable interference. 2.13 Sensitive area The extended area of the critical zone where objects such as aircraft and vehicles may interfere with the space signal of the instrument landing system. 2.14 Obstacle Objects located in the radio signal radiation area that may cause reflection or interference to radio signals. Note. Obstacles include trees, hills, dams, buildings, high-voltage transmission lines, roads, railways, metal fences, iron towers, aircraft, vehicles, etc. 2.15 Air fix point A position in the air specified to ensure the normal navigation of an aircraft. 2.16 Non-directional radio beacon A kind of work in the medium and long wave band, propagate non-directional signals through the surface, and provide aircraft with navigation of the azimuth angle relative to the ground beacon equipment.

3 Setting of directionless beacon

3.1 Directionless beacon The working frequency band of the directionless beacon is 150 kHz～1 750 kHz, and it works with the airborne radio compass to measure aircraft and navigation The relative azimuth of the station guides the aircraft to fly, return and approach and land along the predetermined route (line). The terrain and features that reflect, re-reflect and absorb electromagnetic waves at the non-directional beacon site and its vicinity will interfere or affect the airborne radio The normal reception and direction finding of the disc causes orientation errors, pointer swings and reduced navigation coverage distances. 3.2 The setting of the airport's directionless beacon 3.2.1 The directionless beacon station used to guarantee simple weather flight can be installed in the airport or on the extension Empty the appropriate location specified. 3.2.2 The long- and short-range non-directional beacons used to ensure complex meteorological flights should be installed on the extension of the runway centerline in the direction of the runway landing. The distance between the long-range non-directional beacon and the landing end of the runway is 6 500 m～11 100 m, usually 7.200 m. The distance from the landing end of the track is 900 m to 1.200 m, usually 1 050 m. 3.3 Setting of en-route non-directional beacon The en-route non-directional beacon is generally set up on the route, usually at the turning point of the route and at the entrance of the air corridor. Two adjacent on the same route The distance between non-directional beacon stations is generally 300 km. 3.4 Site requirements 3.4.1 The non-directional beacon station is usually selected in a higher terrain, and the site should be flat and open. 3.4.2 The non-directional beacon site and its surroundings should be humus soil or clay with high conductivity, and sand or rock sites should not be used. 3.4.3 The minimum allowable distance between the center point of the non-directional beacon antenna and various terrain features is shown in Table 1. 3.4.4 The communication and power cables entering the non-directional beacon station shall be buried in the ground 150 m away from the center point of the non-directional beacon antenna. 3.4.5 There should be no obstacle beyond 50 m of the non-directional beacon antenna with a vertical opening angle of 3° beyond the base of the center of the non-directional beacon antenna Things.

4 Heading beacon settings

4.1 Course beacon The heading beacon is an integral part of the instrument landing system. The working frequency band is 108.10 MH z～111.95 MH z, and it is matched with the airborne navigation receiver. Work together to provide azimuth guidance information relative to the heading path for the aircraft approaching and landing. The multipath interference caused by the reflection and re-radiation of the radio wave signal emitted by the terrain and features near the site of the heading beacon can make The radiation field is distorted, causing the course to bend, swing and jitter, which directly affects the safety of aircraft landing. 4.2 Settings 4.2.1 The heading beacon antenna array is usually set on the extended line of the runway center line, and the distance from the end of the runway is 180 m～600 m, usually 280 m. The following factors should be considered when determining the distance to the end of the runway. a) Airport clearance regulations; b) Requirements for the width of the course sector; c) The situation of reflections or reradiators near the antenna array; d) The jet of the engine when the aircraft takes off; e) Possibility of facility upgrade; f) Airport master plan; g) Cost of building a station. 4.2.2 The minimum distance between the course beacon antenna array and the runway threshold is 2.200 m. 4.2.3 There should be a line of sight between the antenna radiating unit of the heading beacon and the reference data point of the instrument landing system. The height of the antenna radiating element should meet the The coverage requirements for the beacon; when the antenna needs to be elevated, the height of the antenna radiating element from the ground is usually no more than 10 m. 4.2.4 The heading beacon of category II/III instrument landing system should be equipped with a far-field monitor, including the monitoring function of the course and width. Far-field surveillance antenna The longitudinal distance should be determined between the runway threshold and the middle pointing beacon, usually behind the heading antenna in the opposite direction, the far-field surveillance antenna and the heading antenna Should all be seen. 4.2.5 Due to the limitation of terrain conditions, when the heading beacon antenna cannot be set on the extended line of the runway centerline, the offset setting can be used. Bias The maximum allowable value of the angle is 3°, the lateral distance from the center line of the runway should not exceed 160 m, and the heading beacon with offset setting is only used for instruments Class I operating standards for landing systems. The configuration of the offset heading beacon antenna array is shown in Figure 1. 4.3 Site requirements 4.3.1 Critical zone of heading beacon 4.3.1.1 The critical zone of the heading beacon station is an area composed of a circle and a rectangle. The center of the circle is the center of the heading beacon antenna, and its radius is 75 m, the length of the rectangle is from the heading beacon antenna along the runway centerline extension to the runway direction to 300 m or the end of the runway The larger one), the width is 120 m, as shown in Figure 2.If the radiation characteristic of the heading beacon antenna is unidirectional, and the radiation field pattern front and rear field strength If the ratio is not less than 26 dB, the critical area does not include the oblique line in Figure 2. Figure 2 Critical zone of heading beacon 4.3.1.2 The machine room of the heading beacon should be set within ±30° of the alignment direction of the heading beacon antennas, according to the local terrain, roads and Power supply, set on either side of the heading beacon antenna, 60 m～90 m from the center of the heading beacon antenna. 4.3.1.3 In the critical area of the heading beacon station, there should be no trees, buildings (navigational facilities) other than the navigation aids necessary to ensure flight safety. (Except engine room), roads, metal fences, overhead cables and other obstacles, navigation aids in critical areas should ensure that the impact on navigation signals is reduced. To the lowest. The power cables and communication cables entering the heading beacon station should be buried underground from outside the critical zone. No vehicles or aviation should be parked in the critical zone There should be no ground transportation activities. 4.3.1.4 The critical zone site should be flat, the longitudinal slope and lateral slope between the end of the runway and the antenna should be within ±1%, and should be flat. transition. 4.3.1.5 The height of weeds in the critical zone should not exceed 0.5 m. 4.3.1.6 The critical area should be marked with eye-catching signs. 4.3.2 Heading beacon sensitive area 4.3.2.1 Scope of sensitive area and heading beacon antenna array type, antenna type, equipment type, work category, runway length, aircraft The type is related to the bending of the channel caused by fixed obstacles on the ground. 4.3.2.3 Lights or signs should be installed in the sensitive area of Ⅱ/Ⅲ operation. 4.3.3 Other requirements There should be no buildings higher than 15 m in the area within ±10° forward of the center of the heading beacon antenna and 3 000 m away from the heading beacon antenna Objects, large metal reflectors and high-voltage power lines.

5 Slide down beacon settings

5.1 Decline beacon The working frequency band of the glide beacon is 328.6 MH z～335.4 MH z. It works in conjunction with the airborne receiver to provide a downstream aircraft for approaching and landing aircraft. Guide information for the slide. The glide beacon is affected by the terrain and the nearby terrain and features, and its radiation field pattern will be distorted, causing changes in the glide angle and causing a glide. Road bending, swing and jitter directly affect the safety of aircraft landing. 5.2 Settings 5.2.1 The glide beacon can be set on one side of the runway according to the terrain and environmental conditions of the site, and is usually not set between the runway and the taxiway. The glide beacon antenna is 75 m to.200 m away from the center of the runway, usually 120 m, and the antenna position should meet the requirements of Appendix A. For category II and III For instrument-like landing systems, the distance between the glide beacon antenna and the runway centerline should not be less than 120 m. 5.2.2 The longitudinal distance between the glide beacon antenna and the runway threshold is determined by the following factors. a) Sliding angle; b) The height of the reference data point should be 15 m 3 m; c) The longitudinal gradient along the runway and the longitudinal gradient of the gliding reflector; The specific value of the longitudinal distance between the glide beacon antenna and the runway threshold shall be calculated and determined in accordance with Appendix A. 5.3 Site requirements 5.3.1 The site protection area of the sliding beacon is shown in Figure 4.Among them, zone A is the critical zone, zone B and zone C together constitute the sensitive zone. 5.3.2 There should be no obstacles such as roads, airport-specific ring roads, etc. in Zone A, crops should not be planted, and the height of weeds should not exceed 0.3 m. The longitudinal gradient is the same as the runway gradient, and the lateral gradient should not be greater than ±1%, and it should be flat to within a height difference of ±4 cm. In this area, should not There should be no ground transportation activities when parking vehicles, machinery and aircraft. The power cables and communication cables passing through Zone A should be buried underground. 5.3.3 The critical area should be marked with eye-catching signs. 5.3.4 In order to ensure good drainage performance in the critical zone, the edge of the runway on the side of the descending beacon and the zone C at the junction of zone C and zone A can be used. Construct a drainage ditch of appropriate width on one side. The drainage ditch should be provided with reinforced concrete or metal material cover and meet the level of the site. 5.3.5 Zone B. --Instrument landing system for Category I operation. There should be no railways, highways, or roads within 600 m in front of the glide beacon antenna. The airport-specific ring road should not have buildings (except the heading beacon machine room), high-voltage transmission lines, dams, woods, hills, etc. The total height of the machine room of the heading beacon and the height of obstacles beyond 600 m should not exceed the runway end clearance requirements; --Instrument landing system used for Ⅱ/Ⅲ operation. There should be no railways, highways, and buildings (heading signal (Except for standard equipment room), high-voltage transmission lines, dams, woods, hills, etc., should not be within 600 m in front of the glide beacon antenna For airport-specific roundabouts, the total height of the machine room of the heading beacon should not exceed the runway end clearance limit. 5.3.6 There should be no railways and highways (except the airport special ring road), and there should be no buildings or high For pressure transmission lines, dams, woods, hills, etc., the slope of the terrain in this area should not exceed 15%. 5.3.7 Due to environmental constraints, it must be located in the airport perimeter within the glide beacon protection area. Non-metallic materials should be selected and the height should be controlled to ensure Ensure the least impact on the decline beacon. 5.3.8 The height of the machine room of the glide beacon should not exceed 4.5 m, and it should be set behind or behind the glide beacon The antenna is 2 m～3 m away. 5.3.9 According to the site protection area and the terrain conditions in front of the protection area, the corresponding glide beacon equipment and antenna type should be selected, see appendix B. 5.3.10 If multiple sets of glide beacons are set up at multi-runway airports, especially near parallel runways, each glide beacon should be set up reasonably according to operating standards The location of the platform and the corresponding protection area should be clearly defined. There should not be contact roads in the protection area (except for the end contact road). Ensure that the protection areas of each slide begging.

6 Pointing beacon settings

6.1 Pointing beacon The working frequency of the pointing beacon is 75 MH z, and it works with the airborne pointing beacon receiver to provide pilots with signs of a fixed location. The pointing beacon is affected by the terrain and features, and the radiation field pattern will be distorted, causing the deviation of the mark position. 6.2 Settings 6.2.1 When the pointing beacon station and the non-directional beacon station are co-located, their antenna is set on the extended line of the runway center The antenna is 10 m～30 m. When the site conditions do not allow, the pointing beacon antenna can also be directly installed on the roof of the non-directional beacon machine room. 6.2.2 As a component of the instrument landing system, the pointing beacon should be installed in the runway according to the requirements of the outer, middle and inner pointing beacon The distance from the runway entrance on the extended line is. a) External pointing beacon station is 6 500 m～11 100 m, usually 7.200 m; b) Middle pointing beacon station 1 050 m±150 m; c) The inner pointing beacon station is 75 m～450 m. 6.2.3 The outer and middle pointing beacon stations can be replaced by the rangefinder stations integrated with the glide beacon according to the flight procedure requirements. 6.2.4 When the non-directional beacon on the same runway is equipped with a pointing beacon, the outer and middle pointing beacons of the instrument landing system can be used by the pointing beacon. It also serves as the standard, but the end distance, call sign and modulation frequency should meet the requirements of the instrument landing system. 6.2.5 The deviation of the outer pointing beacon and the middle pointing beacon from the extension of the runway centerline should not exceed 75 m, and the inner pointing beacon should deviate from the runway centerline The extension cord should not exceed 30 m. 6.2.6 Class II/III instrument landing system should be equipped with internal pointing beacon. 6.3 Site requirements 6.3.1 In the protected areas I and III of the pointing beacon station (as shown in Figure 5), apart from the non-directional beacon station room and antenna, the distance to the pointing beacon Within 30 m of the station, there should be no obstacles that exceed the minimum unit of the ground network or the pointing beacon antenna with a vertical opening angle of 20°. 6.3.2 In the Pointing Beacon Protection Areas II and IV, except for the non-directional beacon station and antenna, within 30 m from the pointing beacon, no There should be obstacles beyond the ground grid or the lowest unit of the pointing beacon antenna and the vertical opening angle is 45o. Figure 5 Pointing beacon station protection area

7 Omnidirectional beacon settings

7.1 Omnidirectional beacon The working frequency band of omnidirectional beacon stations is 108 MH z～117.975 MH z, and omnidirectional beacon stations are divided into conventional omnidirectional beacon stations and Doppler omnidirectional beacons Station, the omnidirectional beacon station works with the airborne receiver to provide omnidirectional guidance information to the aircraft and guide the aircraft along the predetermined route (line) Flight, approach and departure, and approach. The multi-path interference caused by the reflection and re-radiation of the radio wave signal emitted by the terrain and features of the site around the omnidirectional beacon can make The radiation field pattern is distorted, causing the channel to bend, swing and jitter, and affect flight safety. 7.2 Settings 7.2.1 The airport omnidirectional b...

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