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MHT4029.2-2024: Civil aviation air traffic control automation system - Part 2: Technical requirement
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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Count Estimation | 23,282 | | Date of Issue | 2024-02-27 | | Date of Implementation | 2024-03-01 | | Older Standard (superseded by this standard) | MH/T 4029.2-2012 | | Issuing agency(ies) | Civil Aviation Administration of China | MHT4029.2-2012: Civil aviation air traffic control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
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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 immediately, and be in the control seat
Sound and color warning prompts are generated on the computer.
4.5.1.3 During the alarm period, the track update should not affect the alarm display. The manual confirmation of the control seat can only eliminate the sound alarm, and the color alarm
It should be maintained until the emergency secondary radar transponder code disappears. When an aircraft in an alarm state loses the position information of the surveillance data, its
The last known position should be displayed in a special way.
4.5.2 Conflict Alarm
The system should have conflict early warning and warning functions, and comply with MH/T 4022 regulations.
4.5.3 Minimum safe altitude warning
The system should have the minimum safe altitude warning function of the current mode and the speculative mode, and comply with the regulations of MH/T 4022.
4.5.4 Intrusion warning in restricted, dangerous and restricted areas
4.5.4.1 The system shall have intrusion warning functions for restricted areas, dangerous areas and restricted areas in the current mode and speculation mode, and can be set and adjusted forward
See the time.
4.5.4.2 The system shall set the time and distance parameters respectively in the horizontal and vertical directions when approaching forbidden zone, dangerous zone and restricted zone.
4.5.4.3 Intrusion alarms in restricted areas, dangerous areas and restricted areas shall have management functions such as setting alarm modes, opening and closing alarms.
4.5.4.4 The intrusion warning output information for restricted, dangerous and restricted areas should be complete, including the call sign of the system track (if not relevant, it is the second
Radar transponder code), area identification, etc.
4.5.5 Duplicate code alarm
The system should have the alarm function of repeating the secondary radar transponder code.
4.5.6 High license consistency warning
The system should have the ability to set the permission level for related targets through signs, electronic progress sheets, flight plans, etc.
Attitude, current altitude, etc., perform permissible altitude monitoring and inspection of flying targets. When the difference between the actual height and the permitted height exceeds a certain range,
The system should generate a high degree of consistency alarm of the license and display it on the control seat.
4.5.7 Flight route consistency warning
The system should monitor the actual position of the target track. When the actual position of the target track deviates from a certain range of the flight plan, the system should produce
The flight route consistency warning is generated and displayed on the control seat.
4.5.8 RVSM, ADS-B, PBN operation permission alarm
The system should have RVSM, ADS-B, PBN operation permit warning function, for aircraft that have not obtained RVSM, ADS-B, PBN operation permit
Intrusion into RVSM, ADS-B, and PBN airspace should generate an alarm and display it on the control seat.
4.5.9 NTZ alarm
The system used for terminal (approach) control should have the NTZ alarm function.
4.5.10 Glide slope monitoring alarm
The system used for terminal (approach) control should have glideslope monitoring and warning functions.
4.6 Basic functions of arrival sort
4.6.1 The system should be capable of dynamically calculating and displaying the entry point of the terminal area and the expected initial entry based on the actual position of the aircraft and the flight plan data.
The function of near point, final approach fix point, estimated time of runway entry point, and estimated time of landing of aircraft.
4.6.2 The system should be able to calculate the landing order of aircraft based on factors such as the expected landing time of the aircraft, the approach route, and the way in which the runway is used.
And can be adjusted manually.
4.7 Man-machine interface function
4.7.1 The man-machine interface of the system should support the display of the following seats.
a) Director control seat;
b) Control seat;
c) Flight plan editor seat;
d) System monitoring seat;
e) Technical management seat.
4.7.2 The Director Control Panel shall have the following functions.
a) Control operation parameter setting;
b) Code management of secondary radar transponder;
c) Control sector allocation management;
d) QNH value setting;
e) Automatic transfer of settings;
f) Seat alarm settings;
g) Flow management information display;
h) Dynamic sequencing of inbound flights;
i) System track, multi-radar track, ADS-B composite track, single-channel surveillance source track, flight plan track and bypass monitoring display;
j) Temporary map release;
k) Replay authority management.
4.7.3 The control seat shall have the following functions.
a) System track, multi-radar track, ADS-B composite track, single-channel surveillance source track, flight plan track and bypass monitoring display;
b) Differential display of tracks in different states;
c) Human-computer interaction necessary for control command such as control transfer and reception, manual correlation, and CFL setting of the corresponding sector trajectory;
d) Operations such as zoom in, zoom out, eccentricity, distance measurement, window movement, map selection, sign rotation, etc.;
e) Warning prompt...
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