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1. Note The pilot logon procedure is still under development This material reflects the current state of the knowledge but is subject to change as the procedure is finalized Comments have been left in this version of the material but will be incorporated or revised as the procedure is developed 1 The pilot should initiate a new logon when any of the following information changes e Flight Identification i e Call Sign e Departure Airport e Destination Airport 2 If the pilot makes the decision to not use CPDLC prior to entering CPDLC operational airspace the pilot should not logon Since a valid logon is a prerequisite for CPDLC 67 O 1999 RTCA Inc service this will prevent inadvertent use of CPDLC by the controller for that individual airplane Termination Reestablishment of an active CPDLC connection 1 When the pilot has an CPDLC connection but elects not to use CPDLC the pilot should 1 respond to all open uplinks 2 terminate the CPDLC connection and 3 coordinate verbally with ATC Example pilot phraseology ATC facility name Callsign Terminating CPDLC Reverting to voice 1 When the pilot desires to reestablish CPDLC the pilot should coordinate verbally with ATC so that ATC can take the appropriate action Example pilot phraseology ATC facility name Callsign Request CPDLC connection Non positive data link transactions Note A non positive data link transaction includes unable or error
2. 3 1 1 6 4 Message Composition and Transmission 1 The data link system shall provide capabilities for controller message composition such as the following e Form filling either controller entry or retrieval of stored parameters to fill in predefined message templates e Selection of predefined messages and elements from a menu e Entry of commands or use of function keys to quickly format messages e Transmission of computer generated message data Any unrecognized or unreasonable entry shall prompt an error message from the system No data changes shall result from any erroneous message entry condition The error message shall provide the information needed to assist the controller in determining the nature of the error and how the error could be corrected The HCI should clearly indicate the type and format of data expected Routine or default data data already known by the ground system and data that can be computed by the system should be automatically entered whenever possible The HCI shall allow the controller to enter numbers from either the keyboard or the numeric pad The controller s HCI shall facilitate message composition by providing quick access to a limited set of frequently used messages tailored to the position s operation O 1999 RTCA Inc 38 3 1 1 6 5 10 11 12 13 14 15 16 17 18 If controller message displays contain symbols or abbreviations a full readout of the mes
3. e Back to Main TOC Back to EurocaeTOC RTCA Inc Suite 1020 1140 Connecticut Avenue N W Washington DC 20036 Human Factors Minimum Operational Performance Standards for Controller Pilot Data Link Communications Systems Build 1 and Build 1A Draft Document January 2000 Prepared by SC 194 RTCA DO 238A 2000 RTCA Inc 1999 RTCA Inc ORTCA Inc 1999 Copies of this document may be obtained from RTCA Inc 1140 Connecticut Avenue Suite 1020 Washington D C 20036 4001 USA Telephone 202 833 9339 Facsimile 202 833 9434 Internet www rtca org Please call RTCA for price and ordering information Foreword This report was prepared by Special Committee 194 SC 194 and approved by the RTCA Technical Management Committee TMC on e RTCA Incorporated is a not for profit corporation formed to advance the art and science of aviation and aviation electronic systems for the benefit of the public The organization functions as a Federal Advisory Committee and develops consensus based recommendations on contemporary aviation issues RTCA s objectives include but are not limited to e coalescing aviation system user and provider technical requirements in a manner that helps government and industry meet their mutual objectives and responsibilities e analyzing and recommending solutions to the system technical issues that aviation faces as it continues to pursue increased safety system capacity and efficiency e de
4. s action to transmit the message 8 If a response has been sent for the message both the message and response shall be displayed in the history list Note Not all CPDLC messages require a response 9 Responses shall be located sufficiently close to be associated with the message data but separated from the data field by at least one space Smith amp Mosier 1986 10 The time that the message was sent shall be available for display 11 The time that a response was sent shall be available for display Error Detection and Recovery 1 If an error is detected the system shall notify the controller with an informative diagnostic error message that explains the nature of the error 2 The data link system should be designed to detect and trap errors e g out of range values before uplink to an aircraft Offline Message Composition Capability Menu Build The CPDLC Menu Build function provides the interface that allows the creation of Menu Text messages for controller uplink These messages may be tailored to meet the specific needs of individual centers and their sectors and are created by the area supervisor In addition to the message text the supervisor creates a short descriptive label that appears in the controller s menu list and assigns a message referent that the controller may enter to select a message for uplink This section contains requirements and guidelines for the design of the Menu Build interface In additi
5. 3 1 1 System Performance and Design Requirements 20 0 0 ee ceeceseeeeeeeeeeeeeeseeeeeeeeeseeeneeenaeenaees 32 ZILELE sGeneral iii A een E R seda 32 3 1 1 2 e Interactive Control coreo eas castes stegstead oc ai rte lesiona dre dcir casi 32 3 1 1 2 1 Layout of Data Link Keys oie eee eseesecssecnsecesecesecesecseceseesseeeeneesaeeeseeenaeenaees 33 3 1 1 2 2 Interchangeability Between Input Devices ee eee eeeeseeeereeeeeeseeeneeeeseeeneeenees 33 3 1 1 2 3 User Computer Interaction Conventions 20 0 0 cece eeeceeeeeeneeereeeseeeaeecneeeeseeeneeenaees 33 3 1 1 2 4 Menu Items and Menu Logic eee eseessecssecesecesecsseceseeeseeeseeeeseeeaeeeseeesaeenaees 34 3 1 1 3 Characteristics of Displayed Information 00 eee eeseeseeeneecsseeeseeeseeeeecseceneeenaeenaees 34 FELI O testes csceite ties cased eek aoa e e eta sod R E e E bates 35 3 1 1 4 System Status Mode Awareness amp System Failure oooonoconnnnnnncnnocnnoncnoncnonnnnnncnnncnnncnnnos 36 JLLS AV Crim T ne a ee paar eeraa eet sates secndben set e k i e eteeni anetare 36 3 1 1 6 Message Handliindaponiiniei n a a a aaa Lede S a aa 36 3 1 1 6 1 Message Queue amp Display Precedence ooonccnnncnnncnnoconocnnonnnnnnnnnncnnn ccoo ccoo nnrnn conan 36 3 1 1 6 2 Message Display and Formatting oooooccnnonnconnconnnonnnonnnnnnnononannnnnnn conan cnn n cora cnnncrnno 37 3 1 1 6 3 Message RESPONSE cuco dia nl adi psa 38 3 1 1 6 4 Message Composition and Transmission oooconnconnnnnnononoc
6. Desaturated i e light blue or cyan is usable on a black background or as a background color and very dark blue is usable on a light background or as a background color 7 Yellow and white are easily confusable and only one of them should be used to code text or small symbols 8 Bright saturated colors should be used sparingly and only be used for critical and temporary information so they are not visually distracting 9 Saturated red and blue should never be presented in close proximity to avoid a false perception of depth 35 O 1999 RTCA Inc 3 1 1 4 System Status Mode Awareness System Failure 1 An unambiguous indication of system and function operational status and mode that affect operational procedures shall be provided to all controllers The system shall display information associated with the aircraft position symbol data block to indicate 1 which aircraft have a data link capability 2 which aircraft have active data link connections with the facility and 3 which aircraft are eligible to receive data link communications from the controller s sector If an aircraft has a data link connection but loses or terminates it the controller shall have a positive indication of change in the aircraft s CPDLC system state This means that the indication presents information and does not simply remove information from the display The system shall provide information needed to determine 1 which aircraft hav
7. and errors due to the association with a new message of a response intended for an old message should not be possible Message Status Message status information for controller initiated messages shall be available in a status list and or in the aircraft s data block For each message in the status list a unique message identifier shall be available for display For each uplink message the system shall display the flight identification the message content and status information including but not limited to whether the message is pending or whether the flight crew has acknowledged the message with a positive WILCO AFFIRMATIVE or non positive UNABLE NEGATIVE response whether an error message was received or whether there was a problem in delivering the message Messages in the status list should be displayed so that each message is distinguishable In the status list status information should be associated with the message text The content and status of messages containing clearances that alter an aircraft s trajectory speed heading altitude should be spatially associated with the position symbol data block 39 1999 RTCA Inc 3 1 1 6 6 7 For messages that do not have a data block presentation of content and status an indication of an open transaction should be spatially associated with the aircraft s position symbol data block Note CPDLC research has consistently shown that certain types of information
8. s initial responses d be able to confirm in a timely manner that the operator s action corrected the deviation e be as simple and unambiguous as possible so that the operator can understand and verify its rationale and processes f if applicable employ trend information to alert responsible humans of pending problems and to increase their confidence in the alarm system and g if response time will permit provide quick means for operators to evaluate the validity of alarm signals DOT FAA CT 96 1 4 Alarm signals and messages shall be distinctive and consistent for each class of event DOT FAA CT 96 1 49 1999 RTCA Inc A system or application shall provide users a means of acknowledging critical and noncritical alarms and of turning off alarm signals once the alarms have been acknowledged or the condition generating the alarm has been corrected The procedures for acknowledgment and termination should not decrease the speed and accuracy of operator reaction to the alerting situation DOT FAA CT 96 1 Users shall be provided informative feedback for actions that trigger alarms and alerting signals If necessary users should be able to request help and related information for the operation and processing of critical and noncritical alarms messages and signals DOT FAA CT 96 1 A system or application shall provide users with a simple means for turning off an auditory alarm without erasing any displayed message
9. 24 22126 Alert in nen sitial 24 21 7 Message Ha dling nenian A O a AEE n az 25 2 1 7 1 Message Queue and Display Precedence ooooonocnnonnnononococonoconncnnoconaconoconncnnncnnnncnnnannncnnos 25 2 1 7 2 Message Display and FormattiO8 connocnnnncnnonnnoncnoncnonononoconoconncnn nono noconccnnnannn nan ncnnnannnannos 25 2 1 7 3 Message Composition amp ReSPOmnse eeeesessecsseeeseecssecnsecssecesecesaecaecssecsseeseeeseeeseeenes 26 ZALLA Message Status tt A a 27 ELS Message Recall and HistoT Y iomcionccncion iii nacen danita ness 29 2 1 8 Error Detection Prevention and Recovery ooooooccccocanocononnnonnnonnnnnn nono nono ncnn ccoo a nono nono n cnn nccnncconacos 29 2 2 Equipment Installation and Operations Requirements ooococcnnoconococonoconnconnnonnccnnncnncnnnnnnnccnnncnnnnnnnos 30 DDN Accessiblity nenie ne A A A tee shoes Be 30 22 2 gt Display Visibility id tdt tdci 30 2 2 3 Fallure Protection cit a 30 2 2 4 Associated and or Integrated Equipment or Systems oooooooccnocococononaconncconoconocnn anno noconocanncnnnanns 30 ORTCA Inc 1999 LR AS Sacks secots susdaveeoshshonesebdadeeesholcdesundadeecsh cuvanebetadeees cued eassauceosbadans ons dadbesshadebeeathouesusesaze 31 3 0 Air Traffic Service ATS Ground System Requirements 200 0 cece ceseceseceseecsseceseceseeeseeesaeenaeens 32 3 1 Air Traffic Service Specialist ATSS Requirements ooooconoccnonoconoconncconoconaconocnnaconnocnccanccnn naco nccnns 32
10. Design Guidance for Abbreviations and Acronyms in CPDLC Displays Editor s Note This Appendix is under development by Working Group 3 59 1999 RTCA Inc Appendix C Controller Pilot Data Link Communications Build 1 1A Message Set Uplink Messages The uplink messages for CPDLC I IA are presented in this section For a description of message attributes 1 e URG ALRT RESP refer to the ATN SARPs section 2 3 7 TABLE C 1 RESPONSES ACKNOWLEDGMENTS UPLINK ES Message Intent Use Message Element ALRT RESP N N N message and will respond 3 Indicates that ATC has received and ROGER T understood the message TABLE C 2 VERTICAL CLEARANCES UPLINK Message Intent Use Message Element URG ALRT RESP 19 Instruction to maintain the specified MAINTAIN level Indicates that ATC cannot comply UNABLE with the request N Indicates that ATC has received the STANDBY N N level is to commence and once reached 20 Instruction that a climb to a specified CLIMB TO level the specified level is to be maintained level is to commence and once reached the specified level is to be maintained Instruction that a descent to a specified DESCEND TO level Note Wherever the variable level is specified the message can specify either a single level or a vertical range i e block level O 1999 RTCA Inc 60 TABLE C 3 CROSSING CONSTRAINTS UPLINK Message Intent Use Message
11. an uplink is received the pilot should respond with either WILCO or UNABLE to change the status to CLOSED 5 6 The pilot should respond to data link messages in the order they were sent The flight crew should verify clearance acceptability before sending a WILCO UNABLE response to an uplinked clearance Note This procedure may require the crew to send a STANDBY response 7 Unless otherwise coordinated verbally with ATC the pilot should operate with the understanding that the most recent ATC clearance received via voice or data link overrides a previous clearance If a voice communication countermands an open data link transaction voice communications will prevail until pilot and controller mutually agree to resume data link communications Flight Crew Coordination Note The distribution of responsibilities will be the operator s purview This section contains recommendations to assist operators in development of detailed procedures 1 In general the pilot not flying PNF will handle all communications tasks including CPDLC ATC voice and company communications The pilot flying PF will fly and navigate the aircraft according to standard company procedures The flight crew should routinely cross check and update one another on the operational content of CPDLC messages and their responses in accordance with company Crew Resource Management CRM procedures Flight crew coordination of the message intent shou
12. and keyboard 3 Data link installations should not prevent the controller from performing other high priority tasks by either requiring full devotion of the controller s attention resources or by tying up the equipment needed for the other tasks with data link functions 4 The data link prioritization scheme shall be compatible with all workstation functions and inclusive of all functions that may generate workstation messages 5 Data link systems shall not preclude access to other functions or unduly conflict with higher priority operations 6 Symbols for graphic presentation shall be consistent within the controller s workstation 7 If data link operations share display and control equipment with other functions one controller s use of data link functions should not impede another controller s use of other equipment functions particularly if there is only one of the equipment at the workstation Airway Facilities AF Specialist Requirements AF operations for the CPDLC system are performed by AF specialists technicians It is critical to the overall usability of the technician s monitoring and control system that the available software tools provide a human computer interface with a common appearance and behavior so that technician can interact effectively with any of the devices monitored by the system HCI commonality is particularly important as technicians are provided the capability to interact with a variety of complex m
13. initiating message identification number as the message reference number This ERROR message will be a closure response message 1999 RTCA Inc 10 1 4 3 3 1 5 Logical Acknowledgement Messages e The logical acknowledgement LACK was designed to provide a confirmation from a receiving system to the message originator that the message has been successfully received and is acceptable for display to the responsible person if this is required The logical acknowledgement in no way replaces any required operational response e A logical acknowledgement response message if required will be sent prior to sending another related response message s other than an ERROR message if necessary e In Build 1A and beyond a LACK will be enabled for uplinks and downlinks Note Currently the FAA Build I ground system will use LACKs only to monitor system performance Under this approach LACKs will be enabled on an intermittent basis and there will be no indication to controllers regarding LACKS Operational Dialogue Assumptions The CPDLC message response attribute defines the allowable operational responses for each CPDLC message In addition the receipt or non receipt of an allowable operational response will result in closure or non closure of a CPDLC transaction DO Principles For all Build 1 1A messages an operational response of STANDBY keeps a transaction open For uplink instructions clearance and advisory messages an oper
14. of 2 urgent U and 3 normal N e Alert Attribute The alert ALRT attribute delineates the type of alerting required upon message receipt Alerting types include aural and visual annunciation of message presence There are four types of alerting 1 high 2 medium 3 low and 4 no alerting required CPDLC Build 1 1A messages have an alert attribute of 2 medium M 9 1999 RTCA Inc e Response Attribute The response RESP attribute mandates response requirements for a given message element CPDLC Build 1 1A uplink messages have response attributes of 1 WILCO UNABLE STANDBY W V 2 AFFIRM NEGATIVE STANDBY A N or 3 ROGER STANDBY R CPDLC Build 1 1A pilot initiated downlink messages have response attributes of 1 Yes Y or 2 No N Note The general convention throughout CPDLC documentation e g SARPs for abbreviating the response attributes leaves off the S for Standby Thus the W U attribute denotes W U S A N denotes A N S and R denotes R S Urgency alert and response attribute types are associated with each message element When a message contains a single message element the message attributes are the message element attributes When a message contains multiple message elements the highest precedence message element attribute type becomes the attribute type for the entire message Message element attribute table entries are listed in order of preceden
15. system initiates the establishment of a CPDLC connection without pilot action The CPDLC system logon interface shall indicate the type and format of input data expected The flight crew shall be notified of either a successful or an unsuccessful logon The CPDLC application shall check the facility identifier code in the logon request downlink against the uplinked CDA identifier and provide an alert to the crew if they are different On the CPDLC display s there shall be a continuous indication of the CDA ATS facility identifier with which the aircraft has a connection The system shall display the status of the data communications system e g loss of data communications connection The flight crew shall have the capability to send a test message to verify that they can communicate with the ATS facility via data link This test message shall verify the path between avionics and controller workstation and require either a LACK or a controller response Note The LACK response is preferred 10 There shall be a means for the flight crew to terminate abort a CPDLC connection 11 The CPDLC system shall indicate functions or responses that are available For example applicable response options may be indicated when a specific message is selected by the pilot Alerting All uplinked CPDLC messages shall be annunciated by an aural and a unique visual alert Notes 1 The intent of this alerting requirement is to uniquely
16. than six colors should be used for color coding on the display See ARP4032 and Appendix F for color guidelines Notes 1 Use of additional colors for other purposes should not detract from the ability to identify each of the colors used for coding 2 Color has been successfully used primarily as an aid for visual search or for perceptual grouping of information 3 The use of all colors must be consistent with commonly accepted aviation practice AC 25 11 AC 23 1311 The accepted practice for the use of red and amber is consistent with 14 CFR 23 1322 and 25 1322 as follows a Red shall be used only for indicating a hazard that may require immediate corrective action Note Since red text can be difficult to read the legibility of specific red text should be tested before implementation b Amber shall be used for indicating the possible need for future corrective action c Any other color may be used for aspects not described in paragraphs a and b of this section providing the color differs sufficiently from the colors prescribed in paragraphs a and b of this section to avoid possible confusion 4 If color is used for information coding the selected color set shall be absolutely discriminable i e can be identified under the full range of normally expected ambient light conditions 5 Color coding should be consistent across all CPDLC system displays and controls 6 When colors are assigned a meaning each color sho
17. these requirements is recommended as one means of assuring that the equipment will perform its intended functions satisfactorily under all conditions normally encountered in routine aeronautical operations Any regulatory application of these standards is the sole responsibility of the appropriate governmental agencies Section 1 0 provides information on purpose and scope needed to understand the rationale for equipment characteristics and standards stated in the remaining sections It describes typical equipment applications and operational goals as well as establishes the basis for the standards stated in Sections 2 and 3 Section 2 0 contains standards for the flight deck equipment equipment installation and operations This section also describes the equipment operational performance characteristics 1999 RTCA Inc and defines conditions that will assure that flight crew operations can be conducted safely and reliably in the expected operational environment Section 3 0 contains standards for the air traffic service ground system equipment equipment installation and operations This section also describes the equipment operational performance characteristics and defines conditions that will assure that air traffic service specialist ATSS or controller and airway facilities specialist AFS operations can be conducted safely and reliably in the expected operational environment The document contains seven appendices Appendix A defi
18. with the message text A positive attention getting indication shall be presented to depict error and failed message statuses An indication should be provided when a LACK is not received within a specified time parameter 27 1999 RTCA Inc TABLE 2 1 MESSAGE STATUSES Uplink Description NEW A pending uplink message that has not been viewed OPEN A pending uplink message that has been viewed but to which no direct response has been sent Note Messages responded with STANDBY remain in this state Or if the uplink does not require a response and no additional reports are required to close out the message the status will immediately become CLOSED ACCEPTED An uplink message that has been responded to with a WILCO ROGER AFFIRM or a specific response other than WE CANNOT ACCEPT 82 REJECTED An uplink message that has been responded to with either an UNABLE NEGATIVE or WE CANNOT ACCEPT 82 This message is no longer pending and is considered closed CLOSED A uplink message that has had all elements of the message responded too Or a message that does not require a response FAILED An uplink message was pending when all connections were terminated Downlink Description PENDING A downlink message that has not been responded to by the ground ATC facility No Logical Acknowledgement Or if no LACK s are required the message is immediately placed at OPEN OPEN A pend
19. 45 3 2123 Interactive Control iii Ateca 46 3 2 1 2 4 Display of Menu Items and Menu Logic oo eee eeeeeeeeeeeeeeeseeeseeeeeeeseeeseeenaes 47 3 2 1 2 5 Characteristics of Displayed Information eee eeeeseeseecnseceseceeecnaecsseenaaes 47 S21 D5 Col aii ii ae da 48 IAN A ted ew oea iei a O E A A A 49 3 2 1 2 7 System Status Mode Awareness amp System Failure 50 3 2 1 2 8 Error Management mienie neten ear tia sheet eisai ees eum eee eee 51 3 2 1 2 9 Test Messes citada sE 51 3212 91 Test Message Status comi ati 51 3 2 1 2 10 Maintenance Message Display oonconncnnnccnocnoncconncnnnnnncnnnn nono nonn nono n conc nrnnccnnnnon 51 3 2 1 2 10 1 Maintenance Message Recall and History oooooonoconnnnnnocnnoncnonononcnnnos 52 3 2 1 2 11 The Maintenance Manual sesiones iishi 52 3 2 2 Technician Workstation Integration and Operations Requirements ooonoccnocononcconncnoncnoncc nnoo 53 3 2 2 1 Equipment Acc it cones tases orev tail tad aoe eae doe ieee 53 1999 RTCA Inc Appendix A Appendix B Appendix C Appendix D Appendix E Appendix F Appendix G Abbreviations and Acronyms ccssseessecssecsseceseceseesseeeseesseesseeecaeesseeeeeeseneeeaeeeaeeeaaeenaees 57 Design Guidance for Abbreviations and Acronyms in CPDLC Displays ooocococccn 59 Controller Pilot Data Link Communications Build 1 1A Message St ooconnicnnncinncinnn 61 Guidance for Flight Crew Procedures and Training oooooccco
20. Air Traffic Services Data Link Phase I En Route CONUC Implementation Minimum Operational Performance Standard for Two Way Data Link Communications Note DO 219 is a historical reference but the contents have been superceded by the ICAO SARPS Safety and Performance Requirements for Air Traffic Services supported by Data Communications Available from ICAO 1000 Sherbrooke Street West Montreal Quebec Canada H3A 2R2 15 1999 RTCA Inc 2 0 2 1 ICAO Circular 216 Fundamental Human Factors Concepts ICAO Circular 234 Operational Implications of Automation in Advanced Technology Flight Decks ICAO Circular 249 Human Factors in CNS ATM Systems ISO 13407 Human Centered Design Process for Interactive Systems ICAO 8400 4 ICAO Abbreviations and Codes ICAO 9705 AN 956 Standards and Recommended Practices SARPs for the Aeronautical Telecommunications Network ATN ICAO 9694 Manual of ATS Data Link Applications Other Publications Bouma H 1971 Visual recognition of isolated lower case letters Vision Research Vol 11 pp 459 474 Bouma H 1979 Perceptual functions In John A Michon Eg G J Eijkman amp Len F W de Klerk Eds Handbook of psychonomics Vol 1 pp 427 531 New York NY North Holland Publishing Co Defense Information Systems Agency February 1998 Department of Defense User Interface Specifications for the Defense Information Infrastructure DOD CM 400 18 05 Department of Defen
21. At a minimum character height and symbol size should be 1 200 of viewing distance e g a viewing distance of 36 inches requires a 18 inch character height on the screen DoD 1998 pp12 1 Symbols used for shall be used for a single purpose within the CPDLC system 3 1 1 8 3 Menu Message Composition 1 2 10 11 12 13 14 Menu options shall be organized in logical or functional groupings with clear titles When a pop up menu appears it appears near the element it is associated with Menu options shall indicate the action to be executed On screen instructions should be adequate for performing the actions required by each menu The supervisor shall not be required to traverse more than three levels in a menu structure for infrequently performed tasks and no more than two levels for frequently performed tasks Any unrecognized or unreasonable entry shall prompt an error message from the system No data changes shall result from any erroneous message entry condition The error message shall provide the information needed to assist the supervisor in determining the nature of the error and how the error could be corrected The system should clearly indicate the type and format of data expected If message displays contain symbols or abbreviations a full readout of the message shall be available The system shall provide a preview of data as it is entered Before a message is saved the system shall display a pr
22. DLC will be greatly enhanced CPDLC Build 2 will be fielded at a key site with national deployment commencing thereafter CPDLC Build 3 The deployment of CPDLC Build 3 is the last of the currently planned phases in the FAA s Aeronautical Data Link program Details of the increased capabilities remain to be determined but are likely to include additional messages from the ICAO Annex 10 CPDLC message set CPDLC Build 3 is expected to use NEXCOM a more robust air ground communications subnetwork based upon VDL Mode 3 technology System Description The CPDLC system provides the capability to establish manage and terminate a communication connection between an aircraft and a ground system air traffic control authority via the ATN Once an appropriate connection is established the CPDLC system provides for a pilot to exchange messages with the eligible air traffic controller When a message is received the CPDLC system decodes the data and determines the message urgency requirements alerting requirements and response requirements These requirements then direct the CPDLC system concerning message display queuing visual and aural alert coding and response availability CPDLC also provides the capability to compose a message and encode the message for transmission Other features include message recall system control capabilities and status indications Operational Overview Initial CPDLC services will be used in the domestic en route air
23. Element a RESP 46 Instruction that the specified CROSS position AT level W U position is to be crossed at the specified level This may require the aircraft to modify its climb or descent profile Instruction that the specified CROSS position AT OR position is to be crossed at or above ABOVE level the specified level Instruction that the specified CROSS position AT OR position is to be crossed at or below BELOW level the specified level Instruction that the specified CROSS position AT time position is to be crossed at the specified time Instruction that the specified CROSS position AT OR position is to be crossed at or before BEFORE time the specified time Instruction that the specified CROSS position AT OR position is to be crossed at or after AFTER time the specified time Instruction that the specified CROSS position AT speed position is to be crossed at the specified speed and the specified speed is to be maintained until further advised Instruction that the specified CROSS position AT AND position is to be crossed at the MAINTAIN level AT speed specified level and speed and the level and speed are to be maintained TABLE C 4 ROUTE MODIFICATIONS UPLINK 74 Instruction to proceed directly from PROCEED DIRECT the present position to the specified position Instruction to proceed via e CLEARED route clearance specified route 190 Instruct
24. M 510 55 1999 RTCA Inc Al Rehmann FAA ACT 350 Clark Shingledecker Mark Starnes Greg Saylor Delta Air Lines Flight Operations John Wise Embry Riddle RTCA Chairperson Harold Moses RTCA Inc 1999 RTCA Inc 56 Appendix A AFS ANSI ARTCCs AS ATN ATS ATSS BIS CMA CPDLC DLAP DSR G G HCI HCS HID IC ICAO MFD NADIN NAS NSM PSN SARPS TMC TOC URG US Abbreviations and Acronyms Airway Facilities Airway Facilities Specialist American National Standards Institute Air Route Traffic control Centers Altimeter Setting Aeronautical Telecommunications Network Air Traffic Service Air Traffic Service Specialist Boundary Intermediate System Context Management Application Controller Pilot Data Link Communications Data Data Line Application Processor Display System Replacement Ground Ground Human Computer Interface Host Computer System Host Interface Device Initial Contact International Civil Aviation Organization Multi Function Display Normal National Airspace Data Interchange Network National Airspace System Network System Manager Packet Switch Network Standard and Recommended Practices Technical Management Committee Transfer of Communication Urgent Urgency United States 57 O 1999 RTCA Inc VDL Very high frequency Digital Link VDL M2 Very High Frequency Digital Link Mode 2 1999 RTCA Inc 58 Appendix B
25. OT DATA LINK COMMUNICATIONS CPDLC SYSTEM Digital telecommunications capability which supports ATS communication between airborne and ground based computers and their operators CURRENT DATA AUTHORITY The ATS facility that is communicating with an aircraft using CPDLC DEDICATED DISPLAY A display surface that is used solely to present information related to a single function Information related to any other function never appears on this display surface END SYSTEM System which originates a message or is designated as the recipient of a message EQUIPMENT All components and features necessary for the system to properly perform its intended function s ELIGIBILITY CPDLC ground system function that limits data link communication with the aircraft to the single control position that has current responsibility for that aircraft and presents an aircraft eligibility indicator on the controller s display MUST Items which are important but are either duplicated somewhere else in the document as a shall or are considered outside the scope of this document OPERATIONAL DIALOGUE The procedural protocol and cycle of ground and air initiated messages required for the full handshake that constitutes an information exchange between the controller and pilot An exchange of one or more messages related to a dialogue is a transaction For example a typical transaction begins with an uplink message transmission by the controlle
26. RTCA Inc Federal Code of Regulations 14 CFR Aeronautics and Space Contractions Human Factors in the Design and Evaluation of Air Traffic Control Systems 14 DOT FAA RD 95 3 1 DOT FAA AR 99 52 DOT FAA CT 96 1 FAA AC 20 140 FAA AC 23 1311 1A FAA AC 25 11 FAA ER 130 006 FAA Order 7110 65 FAA RD 81 38 DLAP Ref TSO C113 RTCA Publications Human Factors Checklist for the Design and Evaluation of Air Traffic Control Systems Guidelines for the Use of Color in ATC Displays Human Factors Design Guide For Acquisition of Commercial Off The Shelf Subsystems Non Developmental Items and Developmental Systems Guidelines for Design Approval of Aircraft Data Communications Systems Installation of Electronic Displays in Part 23 Airplanes Transport Category Airplane Electronic Display Systems Display System Replacement System Specification Air Traffic Control Aircraft Alerting System Standardization Study Volumes I II and III Editors note need reference HID DLAP ref Technical Standard Order C113 Airborne Multipurpose Electronic Displays Available from RTCA 1140 Connecticut Avenue NW Suite 1020 Washington DC 20036 RTCA DO Principles RTCA DO Plan RTCA DO 219 RTCA DO SPR ICAO Publications Guiding Principles for Air Traffic Services Provided via Data Communications Utilizing the Aeronautical Telecommunications Network Builds 1 and IA U S National Airspace System Plan for
27. RTCA Inc 78 79 1999 RTCA Inc
28. ared once all open pilot initiated downlinks have been closed 3 1 1 6 Message Handling 3 1 1 6 1 Message Queue amp Display Precedence 1 When multiple data link messages are waiting the system shall facilitate responses by order of urgency first and age second Within levels of urgency messages shall be displayed in order of oldest to newest based on sending time 1999 RTCA Inc 36 3 Within levels of urgency if a data link system detects an out of sequence situation the controller shall be notified 4 The system shall provide a controller capability to select a pending message for display without requiring the controller to respond to the message 5 All incoming pilot initiated messages shall be retained in the message queue until they are closed 6 Data link message precedence mechanisms shall be consistent across the various services and types of messages available That is more urgent messages always have display precedence over the less urgent and alerting schemes must handle the variety of priorities correctly 7 On the controller s workstation aircraft with pending pilot initiated data link messages shall be identified by a visual indication 8 The controller s workstation shall maintain a pending message queue to store open pilot initiated data link transactions for aircraft within the controller s jurisdiction 9 The system shall provide a controller capability to display the pending message queu
29. ased on the current context of the system or message status 33 O 1999 RTCA Inc 2 The D controller keyboard and input device shall be capable of interactive data link functions including message composition response and transmission 3 CPDLC displays shall be consistent at R and D controller positions 3 1 1 2 4 Menu Items and Menu Logic 3 1 1 3 1 When hierarchic menus are used only one action should be required to return to the next higher level 2 When hierarchic menus are used only one action should be required to return to the CPDLC menu at the top level 3 Menu organization should support specific controller tasks e g sending messages and responding to pilot initiated messages 4 Menu options shall indicate the action to be executed 5 The controller shall not be required to traverse more than three levels in a menu structure for infrequently performed tasks and no more than two levels for frequently performed tasks 6 If an option is never available to the controller the option shall not be presented in the menu 7 If an option is temporarily unavailable it should be displayed in the menu with an indication that it is unavailable 8 Menu options shall be organized in logical or functional groupings with clear titles 9 If similar options are in different menus the options shall be ordered in a consistent manner Characteristics of Displayed Information 1 CPDLC shall use an alphanumeric fo
30. ata entry Note If pilots report problems using a shared CPDLC display during Build 1 then Build 1A may be impacted by pilots not using the shared display system Standards and guidance in this section apply to both integrated displays with multiple applications integrated in a single display screen and non integrated stand alone displays where the pilot can toggle between the various display applications e g navigation only traffic only etc The standards below are not intended to be an exhaustive or comprehensive list of requirements and guidelines for a shared or multi function display 1 Where information on the shared display is inconsistent the inconsistency should be obvious or annunciated and should not contribute errors in information interpretation 2 Data input formats for CPDLC should be consistent with data input formats used in the same flight deck Examples may be inconsistencies in entering a flight ID or a lat long 3 Non CPDLC data on the display should be located in a consistent location and should not interfere with the usability of the CPDLC data Labels 1 CPDLC shall use an alphanumeric font of a sufficient thickness and size to be readable when user are seated at the normal viewing distance from the screen Sans serif fonts are recommended At a minimum character height should be 1 200 of viewing distance e g a 21 1999 RTCA Inc 2 1 3 6 viewing distance of 36 inches requires a 18 inch c
31. ational response of WILCO UNABLE AFFIRMATIVE NEGATIVE or ROGER closes the transaction In addition a controller action to delete a message also closes that transaction For uplink report and confirmation messages the downlink assigned or preferred level closes the transaction For a downlink pilot request message an operational response of UNABLE or an uplink clearance approving the request closes the transaction When a transaction is closed the controller or pilot has fulfilled all of the procedural requirements associated with it Open transactions require additional action by the controller or pilot to complete the communication Definitions of Terms This section contains a definition of terms used in this document that may have multiple meanings or that are not normally used in RTCA standards ATS MESSAGE A clearance instruction or information message Included in this category are messages associated with revisions to the clearance or route amendments Also included are messages such as horizontal vertical or speed instructions and messages associated with the transfer of communication including radio frequency initial contact reports and altimeter information CONNECTION An air ground communications link between an aircraft and an ATS facility that enables CPDLC 11 1999 RTCA Inc CONTROL An interface component with which users can interact e g select an item enter text initiate an action CONTROLLER PIL
32. c controllers and airline pilots and support organizations ATS Specialist Procedures Note ATSS CPDLC procedures will be documented in a revision to the controller s handbook FAA 7110 xx 1 In general the Radar R controller will handle voice and data link communication tasks The R controller may delegate data link communication tasks to the Radar Associate D controller Transfer and Assumption of Position Responsibility 1 When a controller transfers position responsibility e g performs a position relief briefing the status of the data link system settings and all open transactions should reviewed with the controller who is assuming responsibility 1999 RTCA Inc 72 Turning on off data link 1 When the controller has CPDLC connections but elects not to use CPDLC the controller should 1 wait for closure or clear any open uplink transactions 2 turn off CPDLC and 3 coordinate the turn off verbally with pilots 2 When the controller desires to conduct CPDLC operations the controller should take explicit action to again enable CPDLC operations The controller should coordinate verbally or via data link with pilots that CPDLC operations are acceptable at this time Non positive data link transactions 1 Data link procedures should provide guidance on how to conduct communication in non positive situations i e failures errors unable negative responses late response timeout or inconsistent assigned lev
33. ce i e a precedence value of 1 is highest followed by 2 etc For example this means that a message containing multiple message elements where at least one element has a 1 W U response attribute the whole message then the whole message has the same i e 1 W U response attribute Error Messages The following two ERROR message elements may be provided to messages in Build 1 1A 1 Unrecognizable message referent This error message is sent when a response message is received and the original message referenced by the response has been deleted or cancelled 2 Service Unavailable This error message is sent in response to a message element which is not contained in the Build 1 1A message set Note The CPDLC ground system also sends service unavailable message if the data link service is turned off in a sector In addition to the ERROR message text the CPDLC ground system will append additional free text to further explain the nature of the error e g CPDLC is turned off Response Messages e A message containing the ERROR message element will always be permitted as a response message e Any message that is considered a response message 1 e it contains a message reference number will have message urgency and alert attributes not less than the message to which it refers e If the CPDLC user sends a message containing the ERROR message element instead of the expected response message the ERROR message will contain the
34. d communications subnetwork Build 1 includes the CMA and a subset of CPDLC messages see Appendix C to perform the following services 1 Transfer of Communication TOC 2 Initial Contact IC 3 Altimeter Setting AS and 4 An informational predefined message capability which will be built by supervisory input and assigned to specified positions CPDLC Build 1A CPDLC Build 1A will enhance ATS communications by increasing the message set to accommodate assignment of speeds headings and altitudes as well as a route clearance function see Appendix C A capability to handle pilot initiated altitude requests will also be implemented CPDLC Build 1A will continue to use the VDL Mode 2 air ground communication subnetwork CPDLC Build 1A is planned for a key site implementation in June 2003 with national deployment commencing thereafter CPDLC Build 2 CPDLC Build 2 will expand upon CPDLC Build 1A in terms of services and messages provided CPDLC Build 2 will continue to use the VDL Mode 2 air ground communication subnetwork but will evolve the subset of the ATN CPDLC messages to support CPDLC 1999 RTCA Inc 4 1 2 2 1 3 operations for several years These messages will be coordinated across adjoining ICAO regions and will accommodate multi part uplinks e g crossings with time speed and altitude restrictions and report instructions The downlink capability for pilots to request clearances and respond to requests via CP
35. dicate the number of pending messages When multiple ATS data link messages are waiting the system shall display messages by order of urgency first and age second Within levels of urgency messages should be displayed in order of oldest to newest based on sending time A new message should not automatically cover and displace a message currently being displayed Message Display and Formatting For each CPDLC message the unique message identifier shall be available for display Lines of text shall be broken only at spaces or other natural delimiters Parameters associated with text shall be adjacent to and grouped with their descriptive or explanatory text or labels and on the same page Conditions and restrictions associated with parameters and text shall be adjacent to and grouped with their descriptive or explanatory text or labels Message data shall be available in a directly usable form If altitude is required in meters or feet then both values should be available without requiring the pilot to convert displayed data 25 1999 RTCA Inc 10 11 12 13 If the complete message cannot be presented on the same page there shall be a clear indicator to the pilot that the message continues The data link message display should present all message text and parameters in a uniform size font and style and without emphasis coding of individual data fields upon initial display to allow flight crew processing and
36. e a data link capability 2 which aircraft have active data link connections with the facility and which aircraft are eligible to receive data link communications from the controller s sector Data link system connectivity shall be established and displayed only when the aircraft has the capability to receive and process all data link services provided by the controller Indications of an aircraft s data link connection status i e connection and eligibility shall be spatially associated with the aircraft s data block If the ground system or the controller switches to a back up radar processing Direct Access Radar Channel DARC system and the CPDLC system is operational the controller shall have access to CPDLC system status information For each open transaction that was open when a switch to the back up radar processing system occurred the controller shall have access to the flight identity associated with the transaction message type and content and the status at the time of the switch Pilot initiated test messages should not be presented to the controller 3 1 1 5 Alerting 1 The alerting function for pilot initiated messages shall be distinguishable from any other alerts presented at the controller s workstation Alert coding shall be consistent with the message s alert attribute 1 e medium A visual alert shall be displayed until all open pilot initiated downlinks have been closed A visual alert shall be cle
37. e for all aircraft or for a specified aircraft 10 If all pending messages in the queue are not displayed a visible indicator shall be provided to notify the controller that messages exceed the space available 3 1 1 6 2 Message Display and Formatting 1 For each pilot initiated message a unique message identifier shall be available for display 2 An indication of message send time or age based on send time must be available for display on the message display to help controllers estimate data validity and for coordination Lines of text shall be broken only at spaces or at the end of words 4 Parameters associated with text labels or symbols shall be adjacent to and grouped with their descriptive or explanatory text labels or symbols and on the same page 5 If the complete message cannot be presented in the display area there shall be an indicator to the controller that the message continues 6 Displays of pilot initiated messages shall present text of the message as specified in the SARPS including the units of measurement and or labels e g knots mach altitude flight level heading for the displayed data Smith amp Mosier 1986 7 For ground system display of pilot initiated messages the CPDLC system shall display complete words in preference to abbreviations unless the abbreviations or acronyms are more commonly used than the words they replace 8 The CPDLC system should not abbreviate words or generate acr
38. e generally encompasses the transition and cruise phases of flight The initial CPDLC capabilities discussed in this document will not be available in US en route oceanic airspace An early non ATN compatible CPDLC service has been available in US oceanic airspace since 1995 The second phase Build 2 of the US CPDLC implementation path will field a common CPDLC service in domestic and oceanic en route airspace The operational CPDLC system includes an Aeronautical Telecommunications Network ATN interface the Context Management Application CMA and CPDLC service requirements CPDLC message assurance and addressing requirements are supported by the ATN protocols and the CMA respectively Key assumptions regarding the operational environment the role of the ATN the CMA application and the CPDLC services in supporting the human factors requirements are presented in the following section Human factors considerations are an important element of CPDLC system performance As illustrated in Figure 1 1 human factors requirements address many aspects of aircraft and ground system equipment training and procedures These requirements will be used by designers manufacturers installers and operators of the CPDLC flight deck and ground system equipment To facilitate understanding and use of this document by these categories of readers the requirements and guidelines are grouped into two sections flight deck and ground system Compliance with
39. e information it shall be used redundantly with another means of coding information This means that there must be some indication other than color about the information that the color is to convey 2 Color coding should be consistent throughout the CPDLC monitoring and control system and should be consistent across all of the displays a single technician will use 3 When colors are assigned a meaning the colors should be readily identifiable and each color should have only one meaning 4 Whenever color is used to code information no more than five colors shall be assigned a meaning in the CPDLC monitoring and control system Note The number of colors assigned a different meaning should be limited to the number of colors shown to be able to be accurately identified on the chosen background e g six colors on a black background so that the colors and their meanings are not likely to be confused Using a background color other than black is likely to decrease the number of usable colors i e those to which can be assigned a meaning to less than six 5 The color red should only be used as an alert or warning that is when immediate technician action is required 1999 RTCA Inc 48 Note This does not mean that alerts must be red only that whenever red is used it should be used only to convey critical information Since red text can be difficult to read the legibility of specific red text should be tested before implem
40. e to inadvertent activation e g in turbulence conditions when data entry is made upon release of the finger from the surface rather than the imposition TABLE F 1 DESIGN GUIDANCE FOR ROTARY KNOBS AND KEYBOARDS aa Rotary Knob Concentric Concentric Inner Knob Outer Knob Minimum Diameter Movement Direction Clockwise to Clockwise to Clockwise to NA increase increase increase Desirable Features Serrated or Serrated edge Serrated edge Provide knurled edge feedback 77 1999 RTCA Inc Note For keyboards the preferred resistance or force required to press each key is between 0 5 N and 0 6 N TABLE F 2 DESIGN GUIDANCE FOR PUSH BUTTONS AND TOGGLE OR ROCKER SWITCHES SSO cca iat sed Desirable Features Provide Push to activate Vertical Vertical feedback Orientation Orientation Concave or Increase length if Arm guard Upper wing for friction surface on Up for on TABLE F 3 MINIMUM EDGE TO EDGE SPACING BETWEEN DIFFERENT TYPES OF CONTROLS Type of Toggle Push Buttons Continuous Rotary Discrete Control Switches Rotary Selector Thumbwheel Toggle Sw See Note 13 mm 19 mm 19 mm 13 mm Push Button 13 mm 13 mm 13 mm 13 mm 13 mm Cont Rotary 19 mm 13 mm 25 mm 25 mm 19 mm Rotary Select 19 mm 13 mm 25 mm 25 mm 19 mm Disc Thumb 13 mm 13 mm 19 mm 19 mm 10 mm Note Use 19 mm for standard toggle switches and 25 mm for lever lock toggle switches 1999
41. e will be documented in the AIM for the flight crew and in the FAA7110 65 for the controllers Verbal Coordination to Clarify Data Link Clearances 1 When an ATC voice or data link clearance is in question for any reason the pilot should coordinate verbally with ATC When coordinating verbally with ATC regarding a message the pilot should refer to the message unambiguously based on both its operational content and Message Identification Number MIN Note The MIN feature will not be available until CPDLC Build IA Example CPDLC Build 1 Center XXX123 is unable to climb to FL350 Example CPDLC Build 1A and on Center XXX123 is unable to climb to FL350 as cleared in message 53 69 1999 RTCA Inc Operational Procedures 1 The pilot should use voice for urgent communications and when voice communications will enhance operational safety or reduce workload The pilot should attend to voice and data link communications with respect to the following relative priorities 1 highest 3 lowest 1 ATC Voice Communications 2 CPDLC Communications 3 AOC Communications Pilots should not be required to respond or send messages redundantly over both communication media The pilot should close ATC transactions on the same communications medium i e voice or data link on which they were initiated Note The intent of this requirement is to close out data link messages that are in OPEN status If
42. ed from the data field by at least one space Smith amp Mosier 1986 10 Soft control labels e g response options should be displayed in a consistent location on all CPDLC screens 11 Soft control labels shall be unambiguously associated with the control they label e g either through location or through an indicator of which control is associated with the label 12 If the CPDLC system dynamically labels controls to indicate message response options then response options that accept the message e g WILCO AFFIRMATIVE on one screen shall not be presented in the same location as responses that reject the message e g UNABLE NEGATIVE on another screen Color Government guidelines and industry standards describing requirements and conventions in the use of color on flight deck displays are available for reference These include 14 CFR 23 1322 and 14 CFR 25 1322 AC 25 11 AC 23 1311a DOT FAA RD 95 1 DOT FAA AR 99 52 SAE ARP4032 and SAE ARP 4102 DoD CM 400 18 05 see also Appendix F These standards are the basis for the following guidelines 1 Whenever color is used to code information it shall be used redundantly with another means of coding information 1999 RTCA Inc 22 Note This means that there should be some indication other than color about the information that the color is to convey All information conveyed by color coding should also be available under a monochrome presentation 2 No more
43. een found to interfere with the color discrimination for small visual fields Also normal aging of the eye can reduce the ability to sharply focus red objects or differentiate between blue and green In general no more than six or seven colors should be used for symbols on electronic displays with high information content In addition gray brown or blue may be used for fill in colors Caution should be taken to ensure that colors used for background or fill applications do not interfere with the detection or recognition of adjacent color coded symbols Editors note talk about problems with using blue text on a black background Display colors must be highly distinct if they are to be correctly identified by all flight crews under the likely range of flight deck illumination Conventions A well researched color set commonly recommended for flight deck applications includes red tan brown amber yellow green cyan blue magenta and white It is acceptable for the following display features to be coded as follows or with similar colors provided that the display can produce distinctive and recognizable renditions of the chosen colors Fixed reference symbols and current white data values Selected data values normal status green cyan or white Selected heading magenta or white Active route flight plan Cautions abnormal conditions yellow amber For additional detail concerning the use of color with electronic displays the des
44. el reports IC mismatch including error responses and failures 2 Controllers should notify affected parties of any system failures that could affect the communications capability 3 Transactions with a non positive status should require controller action to clear status indications 4 Voice communications should be used to resolve non positive data link transactions The controller should coordinate verbally with the pilot regarding receipt of any Failed status on a uplink UNABLE Controller Response 6 When the controller responds UNABLE to a clearance request the controller should also coordinate verbally with the pilot Verbal Coordination to Clarify Data Link Clearances 1 When an ATC voice or data link clearance is in question for any reason the controller should coordinate verbally with the pilot 2 When coordinating verbally with the pilot regarding a data link message the controller should refer to the message unambiguously based on both its operational content and Message Identification Number MIN Operational Procedures 1 Controller should use voice for urgent communications and when voice communications will enhance operational safety or reduce workload 2 Explicit controller action should be required to approve transmission of data link messages containing control instructions and clearances Note The action to select an automatic mode for the transfer of communication message would be consistent
45. entation 6 Green should be used only to indicate or when it is compatible with an OK status 7 Pure e g royal blue should not be used for text small symbols other fine detail or as a background color Note Desaturated i e light blue or cyan is usable on a black background or as a background color and very dark blue is usable on a light background or as a background color 8 Yellow and white are easily confusable and only one of them should be used to code text or small symbols 9 Bright saturated colors should be used sparingly and only be used for critical and temporary information so they are not visually distracting 10 Saturated red and blue should never be presented in close proximity to avoid a false perception of depth 3 2 1 2 6 Alerting 1 The alerting function for CPDLC errors and faults shall be distinguishable from any other alerts presented at the technician s workstation 2 Alarm alert coding for CPDLC shall be consistent with the alerting scheme for other HID systems monitored by the NSM 3 Alert and alarm features including any applicable automated aiding associated with CPDLC maintenance systems should a ensure that the operator s attention is directed by an alarm to the fact that a facility system subsystem or process has failed or is operating in an out of tolerance condition b inform the operator of the priority and nature of any deviation c guide the operator
46. equired d A list of materials and mandatory parts required e A list of support equipment required f If more than one the minimum number of personnel required g A system preparation checklist and h A list of any special environmental conditions required for example ventilation lighting temperature noise level electromagnetic interference cleanliness and humidity DOT FAA CT 96 1 A proceduralized instruction shall apply to a single task and present instructional information as a series of steps A lengthy or complicated procedure may be divided into a 1999 RTCA Inc 52 3 2 2 3 2 2 1 series of related subtasks as long as each subtask accomplishes a distinct recognizable objective DOT FAA CT 96 1 4 Proceduralized instructions shall include a level of detail that is appropriate to the intended users DOT FAA CT 96 1 5 Each proceduralized instruction shall contain all the steps and supporting information required to successfully complete the task DOT FAA CT 96 1 6 A proceduralized instruction shall be organized in a hierarchical logical consistent manner that is apparent to the user DOT FAA CT 96 1 7 A proceduralized instruction shall have a title that uniquely identifies the task to be performed DOT FAA CT 96 1 8 If a proceduralized instruction contains distinct parts each part shall have a heading DOT FAA CT 96 1 9 Steps shall be numbered in a way that provides useful info
47. es described below are undergoing development by a team of air traffic controllers and pilots and support organizations CPDLC Build 1 1A is meant to be used in the en route environment in conjunction with standard VHF voice radio communications It is meant for non time critical situations When data link is used for ATS communications the pilot is required to monitor the appropriate ATS frequency and revert to voice whenever appropriate While pilots and controllers are encouraged to use data link to the maximum extent practicable at any time pilots or controllers may terminate the use of data link for any reason Log on Before flight the aircrew should initiate logon all airborne systems required to support their Build 1 1A data link capabilities This typically occurs before departure when the pilot logs on to the context management application The pilot logon provides the ATS facility the flight identification up to 7 alphanumeric characters and the departure and destination airports The ground system checks this information against the filed flight plan and if the logon information is correct a system logon is established The pilot logon informs the ATS system that the pilot desires to participate in CPDLC with all equipped ATS facilities The pilot logon does not establish a CPDLC connection to an ATS facility The CPDLC connection is initiated automatically by the ground system when the flight approaches the ATS facility airspace
48. essage elements have no associated message intent The capability to send a free text message with any of the attribute combinations already used in the message set have been provided for in the technical requirements of the ATN Annex 10 Volume HI Part I Chapter 3 1999 RTCA Inc 64 Downlink Messages The Downlink messages for CPDLC I IA are presented in this section TABLE C 11 RESPONSES DOWNLINK TO Mesage Intense Message Element The instruction is understood and WILCO I eiiecompicowane o O The instruction cannot be complied with Wait for a reply STANDBY Message received and understood ROGER Positive pilot response AFFIRM Negative pilot response NEGATIVE TABLE C 12 VERTICAL REQUESTS DOWNLINK Message Intent Use Message Element ALRT RESP Request to fly at the specified level REQUEST level TABLE C 13 REPORTS DOWNLINK ia Message Intent Use Message Element ALRT RESP Read back of the assigned level ASSIGNED LEVEL level Notification of the preferred level PREFERRED LEVEL level 65 1999 RTCA Inc Table C 14 System Management Messages Downlink Message Intent Use Message Element URG ALRT RESP 62 ALRT A system generated message that the ERROR error information U L avionics has detected an error 63 A system generated denial to any NOT CURRENT DATA L CPDLC message sent from a ground AUTHORITY facility that is not the curren
49. eview of the message that will be sent The supervisor shall have the capability to fix errors by editing individual characters rather than having to erase and retype the entire text string When composing free text messages the message text should consist of complete words in preference to abbreviations unless the abbreviations or acronyms are more commonly used than the words they replace 1999 RTCA Inc 42 15 Free text messages should not abbreviate words or generate acronyms that produce ambiguous abbreviations or acronyms 16 Abbreviations should be defined for data link information that are consistent with abbreviations in use on the flight deck or in the ATC environment see Appendix B 17 If it is necessary to define abbreviations a simple rule should be followed Abbreviation by truncation is the best choice except when word endings convey important information or when truncation causes ambiguity When a truncation rule is used abbreviations are easy for a designer to derive and easy for to decode 18 If abbreviations are used a glossary should be available for reference 19 Aids should be provided indicating formats and standard abbreviations and acronyms for use in creating the full message text and summaries for display in the Status and Menu Text Lists 3 1 1 8 4 Modifying Creating Menu Entries 3 1 1 8 5 1 The CPDLC system shall permit the simultaneous reviewing of menu entries from multiple wor
50. facility M N Notification that a continuous CHECK transmission is detected on the MICROPHONE frequency specified frequency Check the microphone button 1999 RTCA Inc 62 TABLE C 9 SYSTEM MANAGEMENT MESSAGES UPLINK Message Intent Use Message Element ALRT RESP 159 A system generated message ERROR error information U M N notifying that the ground system has detected an error 160 Notification to the avionics that the NEXT DATA AUTHORITY L N N specified data authority is the Next facility Data Authority If no data authority 1s specified this indicates that any previously specified Next Data Authority is no longer valid 162 Notification that the ground system SERVICE UNAVAILABLE L L N does not support this message 227 Confirmation to the aircraft system LOGICAL N M N that the ground system has received ACKNOWLEDGMENT the message to which the logical acknowledgment refers and found it acceptable for display to the responsible person 233 Notification to the pilot that USE OF LOGICAL N M N messages sent requiring a logical ACKNOWLEMENT acknowledgment will not be PROHIBITED accepted by this ground system 63 1999 RTCA Inc TABLE C 10 ADDITIONAL MESSAGES UPLINK to link two messages THEN indicating the proper order of execution of clearances instructions W wo EE freee N OM JAN N M M M M i Gee dN MN I EN EN N U A N Note Free text m
51. g ATS messages that meets the requirements in accordance with this document If more than one ATS data link system is active on an aircraft there shall be a continuous indication on the data link system display of which system is in use The CPDLC HCI should be consistent with the crew interface and flight deck design of the particular aircraft in which the CPDLC system is installed 1999 RTCA Inc 30 2 2 4 1 Data link systems should be designed to facilitate sharing of information with other associated flight deck systems The aural alert for data link messages shall be integrated with the flight intercom system The pilot should not be required to enter the same information multiple times into different flight deck equipment In order to minimize crew reentry of data the data link system should be integrated with associated flight deck equipment including airborne flight management control and information systems If the CPDLC system has the ability to transfer data to other flight deck subsystem 1 e the Flight Management System it should be clearly indicated on the flight deck data link display which parts of a message can be transferred to other functions All transferable parts of the message must have been displayed before the transfer can occur Data link installations should not prevent the pilot from performing other high priority tasks by either requiring full devotion of the pilot s attention resources or by tyi
52. g the processing or by providing feedback that the input is being processed If several windows are displayed at once AF specialist shall have an easy means to shift among them to select which window is currently active If several windows are displayed at once the system shall indicate which is the active window In scanning through a multi page display AF specialist should be able to scroll forward or backward at will The AF specialist should not be forced to cycle through an entire display series to reach a previous page When a control entry such as closing a window deleting a message or turning off the data link system will cause a loss of data the CPDLC monitoring and control system shall display an advisory message and require a confirmation action before implementing the entry If the system uses software controls e g text boxes list boxes radio buttons to select CPDLC monitoring and control system parameters the controls shall provide continuous feedback on the selected parameters If the technician may only select a single item from a list the available selection method should be limited to this type of action The technician shall be able to suspend ongoing monitoring functions to access other functions at any time and resume the suspended function at the point at which it was suspended An indication shall be provided of where the technician is in the suspended function Technicians shall not be forced t
53. hanges made to CPDLC system settings and parameters When appropriate controller team members should verbalize the flight and type of data link communications initiated and responses received Note ATSS training materials and currency requirements are being developed by the FAA Academy 1 Data link training should emphasize the importance of a timely controller response to downlink ATS messages 2 If abbreviations are used in CPDLC displays and operations a glossary should be available for controller reference Initial training for CPDLC should be recent prior to commencing CPDL operations 4 Controllers should receive cross operational e g flight crew CPDLC procedures issues and problems training 1999 RTCA Inc 74 APPENDIX F Guidance for the Use of Color Potential Issues and Limitations The various uses of color come with a number of limitations that restrict the extent to which color should be depended upon for object identification or differentiation The extreme brightness that is possible within the flight deck can washout and drastically alter the appearance and discriminability of color Differences among individuals concerning how colors are perceived are quite large Research indicates that regions of relatively high color confusion exist between red and magenta magenta and purple yellow and amber and cyan and green An ideal color set would not include these pairs The size of colored symbols has b
54. haracter height on the screen DoD 1998 pp12 1 Notes The size of numbers and letters required to achieve acceptable readability may depend on the display technology used Stroke width between 10 and 15 of character height appears to be best for word recognition on text displays and extensions of descending letters p q and ascending letters b d should be about 40 of letter height This information is available in Bouma 1971 Vision Research 11 459 474 Bouma 1979 In Handbook of Psychonomic Vol 1 Chapter 8 pp 427 531 Van Ness and Bouma 1980 Human Factors 463 475 2 All labels shall be readable at a viewing distances of 29 inches under all anticipated lighting conditions SAE AIR 1093 Labels shall be used to identify the functions of all CPDLC controls 4 The spatial relationships between labels and the objects that they reference should be clear logical and consistent 5 Label terminology and abbreviations should be consistent with Appendix B 6 Data fields shall include the units of measurement or labels for the displayed data Smith amp Mosier 1986 7 If symbols are used to label data CPDLC shall use appropriate symbols for degrees minutes and seconds to improve readability DoD 1998 pp 12 2 8 Numeric message fields shall include a display of labels or units of measure for altitude heading and speed 9 Labels shall be located sufficiently close to be associated with the data field but separat
55. hich is inconsistent with other flight deck functions e g Flight Management System or MCDU Consistency of operations needs to be traded against the need to minimize errors when designing the CPDLC human computer interface 2 If a non CPDLC function is suspended by switching to CPDLC mode the pilot shall be able to resume the suspended function and recover any associated data at the point at which it was suspended 3 If CPDLC is suspended by switching to a non CPDLC function the pilot shall be able to resume the suspended function and recover any associated data at the point at which it was suspended 4 When the pilot resumes the suspended function an indication should be provided of where the pilot is in the suspended function 5 If multiple units of the same control device are installed in the flight deck use of one control device for CPDLC shall not restrict the use of another control device for any of its other i e non CPDLC functions 6 Conversely the use of one control device for any of its functions except CPDLC shall not restrict use of any other CPDLC control device for CPDLC Menu Items and Menu Logic 1 Menu organization should support specific pilot tasks e g responding to controller initiated messages and composing and sending messages 2 Ifan option is never available to the pilot e g a maintenance function the option shall not be in the menu displayed to the pilot 3 If an option is temporarily una
56. iate response time If the processing time resulting from a user action will exceed 2 seconds the system shall display a working message window that does not interrupt processing and is removed automatically when processing is completed DOT FAA CT 96 1 Maintenance Message Recall and History The AF Specialist workstation shall maintain a message history log to store closed data link transactions The system shall provide a technician capability to display recalled log messages for all aircraft or for a specified aircraft Alerting and alarm events or automatic switching events shall be logged and presented through status displays to notify the individuals monitoring the system DOT FAA CT 96 1 When a person monitoring the system makes any control diagnostic or switching actions that affect the performance of the CPDLC system these human control actions should be entered into a log automatically 3 2 1 2 11 The Maintenance Manual 1 Ze 3 One or more maintenance manuals shall be provided to instruct technicians on how to perform all required operating and maintenance procedures A proceduralized instruction shall include all of the following supporting information that is applicable a An applicability statement that specifies the equipment or systems to which the procedure applies and its purpose b Any initial setup or input conditions required for the procedure c A list of tools or test equipment r
57. identify the presence of a CPDLC message and direct the crew s attention to the CPDLC message display If the aircraft does not have a centralized alerting system which groups alerts for comparison or the capability to display a unique visual alert a unique aural alert must be provided 1999 RTCA Inc 24 2 1 7 1 2 1 7 2 2 Use of a two tone aural alert is recommended to minimize the risk of a missed alert 2 A visual alert shall be displayed until all open transactions have been closed A visual alert shall be cleared once all open transactions have been closed 4 Aural alerts indicating the receipt of a data link message shall be suspended during takeoff and landing CPDLC alerts should be integrated into the aircraft s existing alerting scheme 6 If the CPDLC system generates a visual alert when sending data to the printer the pilot shall have the ability to manually clear that alert notification 7 The loss of a connection to the current data authority ATS facility shall be annunciated by a visual alert 8 An indication of the data link avionics failure shall be displayed 9 The failure to receive a successful response to a logon request shall be annunciated by a visual alert Message Handling Message Queue and Display Precedence If all pending messages are not displayed information shall be provided to notify the pilot of the existence of a queue of these messages The message queue display should in
58. igner should refer to SAE ARP4032 AC 25 11 and AC 23 1311 75 1999 RTCA Inc Recommendations The colors that are used for attention getting and alerting should be identifiable through the full range of normally expected flight deck illumination conditions Blue should not be used to present small detailed symbols Red and blue should not be presented adjacent to each other more than momentarily Adjacent colors should not be equal in luminance when discrimination of edges or detail is important The colors and brightness of the display should not interfere with the readability of other flight deck instrumentation 1999 RTCA Inc 76 APPENDIX G Design Guidance For Controls Appendix F contains design guidance for controls that is intended to maximize their usability and to minimize the probability of inadvertent activation especially during turbulence Tables F 1 and F 2 present design aspects for various types of control devices including center to center C C spacing recommendations for the same type of control Table F 3 contains minimum edge to edge spacing requirements between the same and different types of controls These spacing values are for single finger operation If it is not possible to meet the spacing guidelines then mechanical interlocks or barriers are recommended The tables do not contain guidance for touch sensitive display devices Touch sensitive display devices used in flight have shown resistanc
59. ing downlink for which a Logical Acknowledgement has been received from the ground if required but no direct response to the message has been received CLOSED A downlink message that may or may not have been viewed And has either been responded to by the ground ATC facility Or for which no such response is required ERROR A downlink message that caused an Error message to be generated from the ground FAILED A downlink message that was open or pending and awaiting response when all connections were terminated 1999 RTCA Inc 28 2 1 7 5 Message Recall and History 1 The CPDLC system shall provide the capability to store recall and display not less than the last 75 messages that were received and sent Note On the flight deck data link display it may be desirable to provide a quick display of the most recent ATC clearances 2 e SON CPDLC messages shall be stored in non volatile memory until cleared at the origination of the next flight Once the message log is full new messages shall overwrite existing messages from oldest to newest e g first in is first out All open data link messages shall be located at the top of the history log until they are closed Displayed history messages shall be distinguishable from pending messages If a history log list is displayed the list shall be order by message age Message age shall be based on the time that the message was sent If a response has been
60. ining Currency of Training 1 Training for CPDLC should be recent prior to commencing CPDLC operations 71 1999 RTCA Inc APPENDIX E Guidance for Air Traffic Specialist Procedures and Training This appendix contains guidance related to procedures and training for controller pilot data link communications systems as described in section 1 system overview The focus of the guidance is on lessons learned from currently fielded data link systems such as oceanic CPDLC The objective is to provide a high level description of topic areas that should be addressed by the FAA in their training and or procedure development The topic areas recommended pertain to the subset of issues related to human performance or human computer interaction It is anticipated that the FAA will supplement what has been suggested below with additional content and topic areas General Information CPDLC Build 1 1A is meant to be used in conjunction with standard VHF voice radio communications It is meant for non time critical situations When data link is used for ATS communications the pilot is required to monitor the appropriate ATS frequency and revert to voice whenever appropriate While pilots and controllers are encouraged to use data link to the maximum extent practicable at any time pilots or controllers may terminate the use of data link for any reason The procedures described below are undergoing development by a team of professional air traffi
61. initiated for the message both the message and response shall be displayed Note Not all CPDLC messages require a response 9 10 11 12 13 14 15 16 The time that the message was sent shall be available for display The time that a response was sent shall be available for display Message send and message response time display formats shall include hours minutes and seconds Universal Coordinated Time ATS messages should be displayed so that each message is distinguishable In the history log the status of each message should be displayed together with the message Data maintained in the history log shall not be available for direct entry into the flight guidance system in a single action History log data shall be clearly marked by means of visual coding to prevent the crew from interpreting it as new information The system should alert the flight crew when message storage is not possible Error Detection Prevention and Recovery 1 2 The data link system should be designed to detect and trap errors e g out of range values invalid alphanumerics as the pilot inputs are entered Out of range or invalid flight crew entries shall prompt an error message from the system to assist the pilot in determining the nature of the error and how to correct it 29 1999 RTCA Inc 2 2 2 2 1 2 2 2 2 2 3 2 2 4 3 If the data link system detects the receipt of an out of sequence mes
62. interpretation of the full message content Data link message formats should be concise to ensure that an uplink requires a minimum number of pages Consistent formats should be used to present messages on all CPDLC displays Standard locations and formats for data should be used to facilitate data entry and error checking and reduce the time and errors associated with reading the data Complete words should be displayed in preference to abbreviations and acronyms unless the abbreviations or acronyms are more commonly used than the words they replace see Appendix B If an error message element is received the display of the error message shall also include associated downlink message An ATS message should be displayed until it is acknowledged or the flight crew selects another message or display format 2 1 7 3 Message Composition amp Response 1 In preparing messages pilots should enter review and change data on an organized display with field labels The CPDLC system shall indicate the pilot initiated downlink messages that are supported in a particular airspace by a given ground system Note This requirement does not apply to Build 1 3 If messages require data entry the system shall provide a preview of all ATS messages as they are composed and before they are sent by the pilot The system shall support editing of pilot composed messages For messages that require a pilot response the data link system sha
63. ion to fly on the specified FLY HEADING degrees heading TABLE C 5 SPEED CHANGES UPLINK al Message Intent Use Message Element ALRT RESP 61 1999 RTCA Inc Message Intent Use Message Element ALRT RESP 106 Instruction that the specified speed MAINTAIN speed N M W U is to be maintained Instruction that the specified speed MAINTAIN speed OR N M W U or a greater speed is to be GREATER maintained 109 Instruction that the specified speed MAINTAIN speed OR LESS N M W U or a lesser speed is to be maintained TABLE C 6 CONTACT MONITOR SURVEILLANCE REQUESTS UPLINK Message Intent Use Message Element A RESP 117 Instruction that the ATS unit with CONTACT unit name the specified ATS unit name is to be frequency contacted on the specified frequency Instruction that the ATS unit with MONITOR unit name the specified ATS unit name is to be frequency monitored on the specified frequency TABLE C 7 REPORT CONFIRMATION REQUESTS UPLINK Message Intent Use Message Element UE _ Instruction to confirm andj CONFIRM ASSIGNED LEVEL acknowledge the currently assigned level 231 Instruction to indicate the pilot s STATE PREFERRED LEVEL L L Y preferred level TABLE C 8 AIR TRAFFIC ADVISORIES UPLINK Message Intent Use Message Element a RESP 213 ATS advisory that the specified facility designation altimeter setting relates to the ALTIMETER altimeter specified
64. kstations 2 The CPDLC system shall prohibit the simultaneous editing of the same menu build entry from multiple workstations 3 The CPCDLC system shall permit the simultaneous editing of different menu entries from multiple workstations 4 The CPDLC system shall provide the capability to create and store messages without assigning a referent or assigning the message to a sector Note This capability is needed to allow for rapid reconfiguration of controller menu to include messages that are used frequently but on a temporary basis 5 The Menu Build function shall provide the capability to select all sectors with a single entry Menu Build Procedures 1 Procedures should be developed to prevent supervisors from editing messages not assigned to sectors in their areas 2 Procedures should be developed to prevent supervisors from modifying temporary messages The Supervisor should create a new temporary message with a new referent when one is needed Controller Workstation Integration and Operations Requirements 1 To support team operations visual display information should be located within the forward field of view of all controllers and system controls shall be accessible to all controllers 43 1999 RTCA Inc 3 2 3 2 1 3 2 1 1 2 To support access to data link functions by the associate radar controller data link displays and input capabilities should be available on the Data D position display
65. ld be effected before the pilot CPDLC response is sent Flight crew coordination of the message intent should be effected before entering executing the message data into a flight deck system 1999 RTCA Inc 70 5 For any clearance that affects the trajectory of the aircraft both crew members should read the uplink Note Oceanic CPDLC experience showed that it was advantageous to have both crew members READ the uplink themselves before they responded 6 Training The flight crew should confirm that aircraft performance configuration is as expected following the transfer manual or automatic of CPDLC uplinked data into a flight guidance system The flight crew should coordinate to ensure that aircraft trajectory changes indicated in CPDLC messages occur at the appropriate time or point as directed Note Flight Crew training and currency requirements are developed in AC xx Handbook Bulletin HBAT 1 Data link training should emphasize the importance of a timely crew response to uplink ATS messages 2 Training should emphasize the appropriate allocation of flying tasks and communication tasks 3 Training on data link procedures should emphasize that data link operations should not require the simultaneous visual attention of both pilots 4 If abbreviations are used a glossary should be available during training Pilots should receive cross operational e g controller CPDLC procedures issues and problems tra
66. ll builds but does not comprehensively address builds beyond Build 1A Additional requirements will be developed for builds beyond Build 1A Air Traffic Service Specialist ATSS Requirements It is critical to the overall usability of the controller s system that the available software tools provide a human computer interface with a common appearance and behavior so that controllers can interact effectively with any tools resident in the system HCI commonality is particularly important as controllers are provided the capability to interact with a variety of complex multi windowed tools within in a single system The benefits to be gained from a common HCI are increased controller productivity reduced training requirements and improved system reliability System Performance and Design Requirements General 1 The system should provide cues e g prompts display formats that encourage controllers to perform appropriate operations and prevent them from performing incorrect operations rather than relying on error messages to inform them that an error has been made DoD 1998 pp 8 13 2 Controller management of communications information and related tasks such as flight data updates for equipped and unequipped aircraft should be consistent 3 Computer updates associated with voice and data link communications should not require different data entry forms and procedures 4 As new data link services are developed in builds beyond B
67. ll indicate the set of appropriate response options For messages that require a pilot response the data link system shall label the set of appropriate response options according to the response attributes as established in the SARPS e g WILCO UNABLE STANDBY It should not be possible to respond positively to a message i e WILCO ROGER or AFFIRMATIVE so soon after it appears that it could not have been read a 2 s delay between when the message appears and when a response is enabled should be implemented DOT FAA CT 96 1 All of the message shall be displayed before a positive e g WILCO ROGER or AFFIRMATIVE response is allowed A means should be provided for the flightcrew to clear uplink messages from the display after a response has been sent 1999 RTCA Inc 26 2 1 7 4 Message Status 1 The system shall maintain and clearly display message status information to the pilot including but not limited to whether the message is pending accepted or rejected see Table 2 1 for examples of one implementation of message status information If a connection is lost each open transaction shall have an indication associated with the message that the connection has been lost To support pilot monitoring of transactions transaction status information should be presented in close proximity to message displays If messages are displayed in alphanumeric message and history lists status information should be associated
68. ly with another means of coding information This means that there should be some indication other than color about the information that the color is to convey 2 Color coding should be consistent throughout the CPDLC system and should be consistent across all of the displays a controller team will use 3 When colors are assigned a meaning the colors should be readily identifiable and each color should have only one meaning Note The number of colors assigned a different meaning should be limited to the number of colors shown to be able to be accurately identified on the chosen background e g six colors on a black background so that the colors and their meanings are not likely to be confused Using a background color other than black is likely to decrease the number of usable colors i e those to which can be assigned a meaning to less than six 4 The color red should only be used as an alert or warning that is when immediate controller action is required Note This does not mean that alerts must be red only that whenever red is used it should be used only to convey critical information Since red text can be difficult to read the legibility of specific red text should be tested before implementation 5 Green should be used only to indicate or when it is compatible with an OK status 6 Pure e g royal blue should not be used for text small symbols other fine detail or as a background color Note
69. multaneous use of two or more controls in flight e g pushing two buttons at once If a control can be used for multiple functions the current function shall be indicated and discriminable in all environmental conditions e g lighting ambient noise turbulence 10 The CPDLC function shall be accessible by a no more than three actions Note Fewer actions are preferred However current Multifunction Control Display Units are not designed to allow CPDLC access in a single pilot action 11 If the CPDLC function is active and an open message is not currently displayed the pilot shall not be required to take more than two actions to view the message Note It is recommended that no more than three pilot input actions be required to view a message regardless of system configuration 12 Labels for controls should be on or adjacent to controls they identify 1999 RTCA Inc 18 2 1 2 3 2 1 2 4 Shared Control Considerations If the controls used as the input device for data link operations are not dedicated e g the flight management system keypad is used also to interface with the data link functionality the following criteria apply 1 Scratchpad data associated with a non CPDLC function but not yet entered into the non CPDLC function shall be cleared from the scratchpad area when the device is switched to the CPDLC function Note The above requirement may result in a CPDLC system which operates in a manner w
70. must be presented in focal vision to ensure detection avoid interruption of the controller s scan of the situation display and ensure effective controller performance Message content and status information presented in the data block support controllers using a data link communications system in which there is a noticeable delay between sending a message and receiving a response These displays maintain and even improve their efficiency by sending a message going on to other aircraft and then returning during the scan to check the status of the message The content is also needed for key clearances because the time delay and intervening tasks require a display to remind the controller of what was sent If these data are available only in a peripheral message list status list the scan is interrupted and using Data Link becomes a burden rather than an aid 8 A positive attention getting indication shall be presented to depict the following non positive statuses 1 an open transaction for an aircraft with a lost connection FAIL 2 an uplink message that generated an error message ERROR 3 a negative unable NEG UNA crew response 4 a reminder of a late response TIMEOUT or if applicable nonreceipt of a logical acknowledgement and 5 a downlinked assigned level report IC which does not match the ground system s assigned level for the aircraft 9 When a non positive status is detected the rejected messages and the status indicator
71. nccnonononononoconnconncconoconccnnnacnne ns 67 Guidance for Air Traffic Specialist Procedures and Training 72 Guidance for the Use Of Color is de ea 76 Design Guidance for Controls oooonccnnnccnoccnoccnonaconnconnnonn cono nono nono nnnnnnrnn conan cnn n conc cnn nc ran ncnn nos 78 ORTCA Inc 1999 Table of Figures Figure 1 1 Human Factors Requirements in the Context of General Functional Requirements for Data Link Communication ss 2 sees aers an eee eae as eta eieae srta iii 3 Figure 1 2 Build 1A System Architecture sonrie ii eia e Ee Ee E EAE E R e 7 1999 RTCA Inc 1 1 Purpose and Scope Introduction This document defines minimum human factors requirements and guidelines for air traffic services ATS data link communications between an air traffic specialist and a pilot utilizing the Aeronautical Telecommunications Network ATN The scope is the initial Controller Pilot Data Link Communications CPDLC capabilities which comprise the Build 1 and Build 1A phases of the United States US implementation path In the US initial CPDLC capabilities will be implemented in Air Route Traffic Control Centers ARTCCs and available to support ATS in the domestic en route airspace radar environment Although there are some exceptions the ARTCCs are typically responsible for airspace outside of the Terminal Control Area starting at 11 000 feet and extending through the Positive Control Area up to 60 000 feet This airspac
72. nes the acronyms and abbreviations used in this document Appendix B defines the acronyms and abbreviations to be used in display formats of CPDLC messages Appendix C defines the CPDLC Build 1 1A Message Set Appendix D provides guidance on flight crew procedures and training Appendix E provides guidance on ATS Specialist procedures and training Appendix F provides guidance on the use of color Appendix G provides guidance for controls Standards for the design and implementation of optional features beyond those required for a minimum CPDLC capability only apply if those features are implemented This document also includes minimum requirements for the operational environment for which these requirements are appropriate 1999 RTCA Inc 2 Air Traffic Services Data Link GROUND SYSTEM AIR SYSTEM Grew Coordination Contraller Coordin ti h Operational Operational Communications Communications Procedures Procedures Human Factors Engineering Requirements Console Flight Deck Integration Integration Human Computer Human Computer Interface Interface Message Applications Message Standards Standards Standards Encoding Decoding Encoding Decoding Networks Air Ground Ground Ground Protocols Protocols FIGURE 1 1 HUMAN FACTORS REQUIREMENTS IN THE CONTEXT OF GENERAL FUNCTIONAL REQUIREMENTS FOR DATA LINK COMMUNICATION 3 O 1999 RTCA Inc 1 2 System Overview 1 2 1 Current En Route CPDLC Im
73. ng up the equipment needed for the other tasks with data link functions Printer 1 OR Sols ON If a CPDLC message is sent to the printer the CPDLC system should have an indication of the printer status The printer should be located in a position which does not require either of the pilots to leave their seats to access information The data link printer should be able to be serviced without lengthy distraction from other pilot tasks A means should be provided for the flightcrew to selectively print any displayed or stored message The printer quality should be equivalent to at least an ARINC 740 printer The printer should accommodate the maximum length message The paper capacity should preclude the need for frequent in flight servicing If message printing capability is provided the system should alert the flightcrew when printing is not possible 31 1999 RTCA Inc 3 0 3 1 3 1 1 1 Air Traffic Service ATS Ground System Requirements This section contains standards for the air traffic service ground system equipment equipment installation and operations This section also describes the equipment operational performance characteristics and defines conditions that will assure that air traffic service specialist ATSS or controller and airway facilities specialist AFS operations can be conducted safely and reliably in the expected operational environment Guidance presented in Section 3 0 is relevant for a
74. nged between the aircraft and the responsible ATS facility All times contained in the data link system will be referenced to Universal Coordinated Time CPDLC Service Assumptions The following assumptions from the ICAO SARPS have been made regarding the contribution of the CPDLC services and message standards to human factors requirements Message Components A CPDLC message is composed of a message header and from one to five message elements The message header for air ground message exchange is composed of a message identification number a message reference number if required a timestamp and an indication if a logical acknowledgement is required optional Note Initial CPDLC services should limit use of multi element messages In addition the CPDLC ground system will prohibit multiple open transactions of the same type with an aircraft For example the controller may have only one open altitude message to an aircraft at a time O 1999 RTCA Inc 8 Message Identification Numbers e Message identification numbers provided by a CPDLC ground system for messages to from an aircraft have no relationship to the message identification numbers provided by the same ground system for another aircraft e Similarly message identification numbers provided by an aircraft on a given CPDLC link for messages to from a ground system have no relationship to the message identification numbers provided by the same aircraft with another ground
75. nnnon 8 1 4 3 2 gt CEDEC Seryice ASSUTptONOS 10 ica eee te 8 1 4 3 3 Operational Dialogue Assumptions sseseesesessereesesressesersstrrisstestssrerrtestertssrestesteesesreseese 11 1 5 Definitons of eS cuac n ea E e As E 11 LO Design ObjECtVeS ceense rn e e ea E EE eE EEE sansa e Eeee 13 L References asain eee eA eae E el ee ee See E R ANTS 14 2 0 Blight Deck Requirements nnmis eee athe idos 17 2 1 Equipment Performance and Design Requirement oooooccnoccnoccconnconnnonnncnononnnnnnn cono nonn conan cnn cra cnn 17 ile Control Suite ia AA td 17 21271 Layout of Controls a 17 2 1 2 2 Operati n of Controls iii ias ii ate ci n 18 2 1 2 3 Shared Control Considerations 00 0 0 cee ceecesseeseeeeeeeesceeseecseeceseeeseecsaecsaeceaecsaeeseeeseeeeeeees 19 2 1 2 4 Menu Items and Menu Logic ccooonnoccnoconocononoconoconnconononnnonn nono nono nono nono nc nn nono nono naco nncnncnnnc ns 19 2 1 3 Display Features sssi cc ptr drets rias is 20 21 31 SymMbolosy cintia sl tai ii 20 21 3 2 Display Characteristics cit ds A ta A 20 2 1 3 3 Display of Data Across Multiple Pages Or Windows cooccnoccnoconoccnonccnonanaconanccnanananannnos 21 2 1 3 4 Shared Display Considerations oooooconoconocnnocnnooncnoncnnnononoconanon anno nono noc nn cnn ncnnn nana rrn ri 21 SS A O ete 21 2307 O NN 22 2LF Sel Tetu A AA dai 23 2 1 5 System Status Mode Awareness amp System Failure oooooonnocnnoconoconocononoconaconnconnononoconcconnccnna ns
76. nnonnnonncnnncnnn ccoo ccoo ncnnncnnnos 38 IU Message Status ib a A AR 39 3 1 1 6 6 Message Recall and History ooonnocnnoconocononcconnconnconncnnn nono nonnnonnncnnn cono nonancnnncnn noo 40 3 1 1 7 Error Detection and Recovery seeen nnen aaa e anno nc ei eina 41 3 1 1 8 Offline Message Composition Capability Menu Build ooonnncnnnncnnoconoccnonaconncnonacinnon 41 31 1 8 1 Interactive Controleer ieie e iee desea IAEA tae ed 41 3 1 1 8 2 Menu Message Data Display ooooonncnnncnnoconococonoconnconnconnnnnncnonncnnncnnn nono nonanrna conan 41 3 1 1 8 3 Menu Message Composition siiin cescescssecesecsseeesseeseeeeseeseeeeeaeeeaeeeaaecsaecaeenaaes 42 3 1 1 8 4 Modifying Creating Menu Entries eee eeeeesneeeneeseeeeeeeeeseeeseeeaeceseeeseeenaes 43 3 1 1 8 5 Men Build Procedures cima da 43 3 1 2 Controller Workstation Integration and Operations Requirements ccooonnccnonccnoccnonaninnccnnocnnoss 43 3 2 Airway Facilities AF Specialist Requirements ooonoccnnncnnonnnoncnonnnonnnoncconnnnnn nono ncnnnnrnn nono nconn cra conos 44 3 2 1 System Performance and Design Requirements oooconoccnoccnoncconoconnnonnnonnnonanonnnnnno nono nonnnrnnncnn anos 44 FIRAT AA A ON 44 3 212 Control AA teres eed ness aed ees Sa en nae aaa T te nbe A i obee 45 32 12 Layout of Controls esae sec eit ch tite dase ceases ees ea ti a eee 45 3 2 1 2 2 Operation of Controls and Input Devices oooooccnnncnnocnnoconocnnonnnonncnoncnnn nono nonancnnnno
77. ns to aircraft to the air ground communications service provider reside in the data link applications processor This document assumes that the HCI for CPDLC monitoring and control will comply with the HCI style of the NSM and provide a common look and feel Displays and procedures for checking and restoring the CPDLC system should be consistent with those used for monitoring other devices connected to the HID In the aircraft the pilots CPDLC capability will be implemented in the communications management unit and will be integrated with control display units CPDLC message displays and visual and aural alerting mechanisms available in the flight deck The CPDLC HCI will vary based on the flight deck configuration and may undergo equipment changes from Build 1 to Build 1A 1999 RTCA Inc 6 Display Control Alert Airborne ATN End System Router Aircraft Routing oa Domains TN VDL M2 Transceiver Qu VDL M2 Ground Service Station Provider Routing G G ATN Domain Service Provider Network BIS Router G G ATN CMA BIS Router FAA Routing Domain HID NAS LAN AIX DSR NSM RS 6000 AIX DLAP RS 6000 AIX ATN Aeronautical Telecommunications Network HCS Host Computer System BIS Boundary Intermediate System HID Host Interface Device CMA Context Management Application NADIN National Airspace Data Interchange Network DLAP Data Link Application Processor NSM Network System Manager DSR Display System Replaceme
78. nt PSN Packet Switch Network G G Ground Ground VDL M2 Very High Frequency Digital Link Mode 2 FIGURE 1 2 BUILD 1A SYSTEM ARCHITECTURE 7 1999 RTCA Inc 1 4 3 1 4 3 1 1 4 3 2 Communications System Assumptions This document assumes that the CPDLC system complies with ICAO Standard and Recommended Practices SARPS Aeronautical Telecommunications Annex 10 to the convention on International Civil Aviation Volume II Part I Digital Communications Systems Chapter 3 Aeronautical Telecommunications Network ATN It is assumed that the CPDLC system will comply with ICAO 9705 AN 956 the ATN SARPs with the exception of Sections 2 2 2 4 and 3 The CPDLC system will comply with the ATN SARPs Class I operation Section 2 3 8 If the system does not comply with the ATN SARPS additional requirements will apply ATN and Context Management Application Assumptions The following assumptions have been made regarding ATN and context management The flight deck CPDLC system provides the capability to establish a connection with the appropriate ATS facility using the context management application CMA The CMA log on process validates the aircraft address and uniquely identifies each flight before the connection is established After a connection is established the system ensures that messages are correctly addressed After a connection is established manual and automatic procedures will be used to ensure that messages are excha
79. nt of a sufficient thickness and size to be readable when users are seated at the normal viewing distance from the screen Note Sans serif fonts are recommended 2 Ataminimum character height and symbol size should be 1 200 of viewing distance e g a viewing distance of 36 inches requires a 18 inch character height on the screen DoD 1998 pp12 1 3 The contrast of all symbols and text shall be no less than 3 1 Note The American National Standards Institute ANSI recommends a contrast ratio of 7 1 for alphanumeric characters and cites 3 1 as a minimum ANSI 1988 The International Civil Aviation Organization ICAO 1993 recommends a contrast ratio of 8 1 for items such as data blocks that need to be read For details that do not need to be read such as maps and range rings a contrast ratio of 3 1 is acceptable 4 If symbols are used to label data CPDLC shall use appropriate symbols for degrees minutes and seconds to improve readability DoD 1998 pp 12 2 1999 RTCA Inc 34 5 Labels shall be located sufficiently close to be associated with the data field but separated from the data field by at least one space Smith amp Mosier 1986 6 Symbols shall be used for a single purpose within the CPDLC system 7 Use of symbols in the CPDLC system shall be consistent with the use of symbols in the legacy ground system 3 1 1 3 1 Color 1 Whenever color is used to code information it shall be used redundant
80. o change input devices repeatedly when performing data link functions The system shall clearly indicate functions that are available for use from those that are not available based on the current context of the system status The amount of keying required should be minimized MIL STD 1472E 1996 5 15 2 2 7 1999 RTCA Inc 46 3 2 1 2 4 3 2 1 2 5 15 The system should provide an explicitly labeled confirm functions key different from the enter key for confirmation of control and data entries 16 Fixed function keys e g ENTER should be used for time critical error critical or frequently used control inputs MIL STD 1472E 1996 5 15 2 3 1 Display of Menu Items and Menu Logic 1 If an option is never available to the technician the option shall not be in the menu 2 When hierarchic menus are used only one action should be required to return to the next higher level 3 When hierarchic menus are used only one action should be required to return to the general menu at the top level 4 The technician should not be required to traverse more than three levels in a menu structure and no more than two levels for frequently performed tasks 5 Menu organization should support specific technician tasks 6 Prompts and menu options should indicate the action to be executed 7 If an option is temporarily unavailable it should be displayed in the menu with an indication that it is unavailable 8 Options to perf
81. on to the requirements listed in this section the Menu Build function should conform to the requirements in sections 3 1 1 2 through 3 1 1 4 Some of these requirements are repeated in this section for emphasis 31 1 8 1 Interactive Control 1 The system shall echo alphanumeric inputs within 0 2 s and respond to supervisor inputs within 0 5 s either by completing the processing or by providing feedback that the input is being processed to prevent slowing tasks down and inducing entry errors such as multiple entries 2 When acontrol entry such as closing a window will cause the loss of data display an advisory message and require a confirmation action before implementing it 3 1 1 8 2 Menu Message Data Display 1 The contrast of all symbols and text shall be no less than 3 1 41 1999 RTCA Inc Note The American National Standards Institute ANSI recommends a contrast ratio of 7 1 for alphanumeric characters and cites 3 1 as a minimum ANSI 1988 The International Civil Aviation Organization ICAO 1993 recommends a contrast ratio of 8 1 for items such as data blocks that need to be read For details that do not need to be read such as maps and range rings a contrast ratio of 3 1 is acceptable 2 The Menu Build function shall use an alphanumeric font of a sufficient thickness and size to be readable when user are seated at the normal viewing distance from the screen Note Sans serif fonts are recommended 3
82. onyms that produce ambiguous abbreviations or acronyms Abbreviations should be defined for data link information that are consistent with abbreviations in use on the flight deck or in the ATC environment see Appendix B 9 If itis necessary to define abbreviations a simple rule should be followed Abbreviation by truncation is the best choice except when word endings convey important information or 37 1999 RTCA Inc when truncation causes ambiguity When a truncation rule is used abbreviations are easy for a designer to derive and easy for to decode 10 If abbreviations are used a glossary should be available for reference 3 1 1 6 3 Message Response 1 If the system allows the controller to select a downlink message from a list the list shall be frozen from moving when the cursor is over the message Only the applicable response options shall be indicated when a specific message 1s selected by the controller For clearance requests the data link system shall automatically generate and present an appropriate clearance for the controller to review and uplink It should not be possible to send a response to a message so soon after it is displayed that it could not have been read the system shall provide a minimum 2 s delay between when the response to one message is sent and when the response to the next message can be accepted The system shall not allow a positive response until all of the message has been displayed
83. orm opposing actions shall not be place adjacent to each other 9 Menu options shall be organized in functional groupings with clear titles 10 Menu options shall be arranged with the most frequently used options at the top 11 If there is no functional grouping the options shall be arranged in alphabetical order 12 If similar options are in different menus the options shall be ordered in a consistent manner 13 Cascading sub menus should appear to the right of the parent menu If space to the right is limited the sub menu appears below the parent menu 14 When a popup menu appears it should appear near the associated element Characteristics of Displayed Information 1 The CPDLC monitoring and control system shall use an alphanumeric font of a sufficient thickness and size to be readable when user are seated at the normal viewing distance from the screen Note Sans serif fonts are recommended 2 Ataminimum character height and symbol size should be 1 200 of viewing distance e g a viewing distance of 36 inches requires a 18 inch character height on the screen DoD 1998 pp12 1 3 The CPDLC monitoring and control system shall display complete words in preference to abbreviations unless the abbreviations or acronyms are more commonly used than the words they replace 47 1999 RTCA Inc The CPDLC monitoring and control system should not abbreviate words or generate acronyms that produce ambiguous abbreviation
84. plementation Path The FAA s goal is to provide a full range of ATN based CPDLC services in en route airspace The currently accepted path provides for a phased implementation of ATN compatible CPDLC services beginning with a key site evaluation of a limited set of services and maturing to a national deployment of a full set of services To mitigate implementation risks the FAA will develop CPDLC in four phases with additional messages and capabilities supported for each build CPDLC Build 1 CPDLC Build 1A CPDLC Build 2 and CPDLC Build 3 It is assumed that transition to phases beyond Builds 1 and 1A will be contingent upon the success and lessons learned from these builds That is the evolutionary CPDLC acquisition process assumes that issues and improvements identified from initial operational use are fed into the ongoing development activities to facilitate deployment of increasingly mature baseline capabilities with each increment of new CPDLC capability CPDLC Build 1 CPDLC Build 1 is the first step in the development of the en route CPDLC program CPDLC Build 1 will leverage the evolving capabilities of the existing National Airspace System NAS infrastructure air ground communication service providers and avionics It is planned that CPDLC will become operational in June of 2002 The CPDLC Build 1 messages will be exchanged with data link equipped aircraft using ARINC s Very high frequency Digital Link VDL Mode 2 air groun
85. pment shall be sized to permit the required adjustment or handling and shall provide an adequate view of the item being manipulated MIL STD 1472E 1996 5 9 9 5 1 3 Access openings shall be large enough to permit operation of tools for maintenance of the equipment reached through the access MIL STD 1472E 1996 5 9 9 5 1 3 53 1999 RTCA Inc 4 Where visual access is required the opening shall provide a visual angle sufficient to view all required information at the normal operating or maintenance position MIL STD 1472E 1996 5 9 9 6 1999 RTCA Inc 54 CORE EDITING TEAM MEMBERSHIP SC 194 WG 3 The following members of Working Group 3 made significant contributions to the development of this document Working Group Chairs Joe Comeaux ALPA Martin Cole NATCA ARN 100 Secretary Karol Kerns FAA AND 370 MITRE CAASD Editing Team Gil Asher Rockwell Collins Randy Bone MITRE Robert Brown American Airlines Jean Francois Bousquie Airbus Alan Campbell Delta Airlines and ALPA Representative Kim Cardosi United States Department of Transportation Volpe National Transportation Systems Center Tris Davis Evan Darby FAA WJHTC Colleen Donovan FAA AIR 130 Steve Ferra FAA ACT 350 Airborne Data Link Bill Fischer ARINC Sandy Lozito NASA Ames Mike McAnulty FAA Technical Center ACT 530 Roni Prinzo FAA CAMI AA
86. pply the basic design objectives called out in ARP571 taking into consideration the functions their frequency of use and all operational and environmental conditions so as to accomplish the following design objectives a Simplify operations b Facilitate error free operation c Maximize situation awareness d Minimize head down head away time e Provide consistency of operation for common functions f Promote timely and accurate operation g Ensure that system failures do not degrade the operational capability of other systems with which they interact h Ensure intelligibility of messages throughout the wide range of ambient noise and visual conditions concurrent speech and data link messages and other aural and visual signals 1 Provide for information redundancy to assist the flight crews and ATS AF specialists in verification and error detection j Minimize nuisance alerts The goal of these objectives though not necessarily presented in order of importance is to keep the operator workload at a level compatible with efficient operation References Applicable Documents The following publications form a part of this specification to the extent specified herein The latest issue of all documents listed below should apply The documents are generally applicable to the subjects of flight deck and ATS workstation integration human interface design and procedures for data link 13 1999 RTCA Inc SAE Publications A
87. r and concludes with a downlink response constituting the operational acknowledgement or reply from the pilot OPERATOR Human responsible for handling data link communications The operator could be an aircraft flight crew member an air traffic service specialist or an airway facilities specialist SHALL Indicates a requirement An approved design must comply with every requirement which can be assured by inspection test analysis or demonstration SHARED DISPLAY A display surface that is used for a variety of display functions such as presenting navigational routes terrain data and traffic information The data may be presented in a single integrated depiction as layers where one data set overlays another or the display may be switched from one function to another such that each data set is presented alone when it is selected SHOULD Denotes a recommendation that would improve the CPDLC equipment but does not constitute a requirement SUBNETWORK One of the interoperable communications networks such as VDL HF or satellite that will support aeronautical data communications 1999 RTCA Inc 12 1 6 1 7 WILL Identifies items which are essential but because they appear in the assumptions section of the document or where use of the term shall is not appropriate Design Objectives The control and display equipment for the both the flight deck and air traffic service ground system for CPDLC should a
88. responses and failures 1 Data link procedures should provide guidance to use voice communication in non positive situations 2 Pilots should notify the ATS facility of CPDLC failures on the flight deck UNABLE Pilot Response 1 When the pilot responds UNABLE to a data link clearance the pilot should also coordinate verbally with ATC 1999 RTCA Inc 68 Error Messages Failed Status in Response to a Downlink Note Current error message text is provided in the SARPs Unrecognized message reference number service not available Final error message text is TBD 1 The pilot should coordinate verbally with ATC regarding receipt of an error message unless the controller has previously coordinated regarding this message The pilot should coordinate verbally with ATC regarding receipt of any Failed status on a downlink When the system generates an error message as a result of a pilot response e g WILCO to a data link clearance the pilot should continue to operate in a manner consistent with the response that was sent Note This means if the pilot Wilco s a Climb to FL350 and that response is returned with an error from the ground system the Pilot shall continue to the climb to FL350 The controller in issuing the uplink in the first place has already cleared the airspace for the pilot s expected acceptance of the clearance The error of course is discussed on voice radio Note The above procedur
89. rmation to users without being overly complex DOT FAA CT 96 1 10 Warnings cautions and notes shall be included in proceduralized instructions as appropriate DOT FAA CT 96 1 Note Warnings are provided whenever a step or procedure or the failure to perform a step or procedure correctly might result in personal injury to or loss of life of the maintainer or anyone else Cautions are provided whenever a step or procedure or the failure to perform a step or procedure correctly might result in damage or destruction of equipment or systems Notes are provided whenever it seems appropriate to call the reader s attention to something or to provide additional information DOT FAA CT 96 1 11 Warnings cautions and notes shall not themselves contain procedural steps DOT FAA CT 96 1 12 Information that is important and useful but not easily incorporated into a procedure should be presented in an appendix or attachment to the procedure However the use of appendixes and attachments should be minimized DOT FAA CT 96 1 Technician Workstation Integration and Operations Requirements 1 Use of the CPDLC monitoring and control system shall not preclude access to other monitoring functions or conflict with higher priority operations Equipment Access 1 The controls and equipment for maintenance of CPDLC system components shall be readily accessible to technicians 2 Armand hand access Openings provided for access to interior equi
90. rs If the controller may only select a single item from a list the available selection method should be limited to this type of action The system should allow the controller to suspend ongoing data link functions e g composing reviewing or responding to a message to access other functions at any time and resume the suspended function at the point at which it was suspended When the controller resumes a suspended function an indication shall be provided of where the controller is in the suspended function 3 1 1 2 1 Layout of Data Link Keys 1 To the extent possible data link keys should be organized according to the following principles e Partition the keys into functional groups e Place the most frequently used keys in the most accessible locations e Arrange the keys according to the sequence of use Notes 1 Dedicated keys should be used for frequently used functions 2 Frequent data link functions are those that select compose and transmit data link messages 3 1 1 2 2 Interchangeability Between Input Devices 1 Frequently performed CPDLC functions should be able to be accomplished using either the trackball or keybord commands The system shall not force controllers to change input devices repeatedly when performing data link functions 3 1 1 2 3 User Computer Interaction Conventions 1 The system shall clearly indicate functions that are available for use from those that are not available b
91. rtant controls in the most accessible locations Place the most frequently used controls in the most accessible locations Arrange the controls according to the sequence of use Arrange the controls so they do not obscure other controls or displays Arrange sets of controls that perform similar functions consistentl y Operation of Controls and Input Devices 1 Controls shall provide feedback when operated Note Tactile and visual cues are acceptable forms of feedback 2 Controls shall be resistant to inadvertent activation See appendix F 45 1999 RTCA Inc 3 2 1 2 3 10 11 12 13 14 Activation or use of a control shall not require simultaneous use of two or more controls e g pushing two buttons at once If a control can be used for multiple functions the current function shall be indicated and discriminable in all environmental conditions e g lighting ambient noise The response of a display to movements of its associated control shall be consistent predictable and compatible with the technician s expectations DOT FAA CT 96 1 The delay between the movement of a control and the response to that movement on the display shall be minimized DOT FAA CT 96 1 Interactive Control The system shall execute an action only in response to explicit technician input The system shall echo technician alphanumeric inputs within 0 2 s and respond to technician inputs within 0 5 s either by completin
92. s or acronyms Editor s Note cite appendix A and B Abbreviations should be defined for data link information that are consistent with abbreviations in use in the technician s workstation 5 If abbreviations are used a dictionary should be available for reference 6 Labels shall be located sufficiently close to be associated with the data field but separated from the data field by at least one space Smith amp Mosier 1986 7 Labels shall be provided 1 to locate and identify controls and displays 2 to interpret and follow procedures and or 3 to avoid hazards DOT FAA CT 96 1 8 The selection and use of terminology in labels shall be consistent 9 If controls and displays must be used together as for example in certain adjustment tasks appropriate labels shall indicate their functional relationship DOT FAA CT 96 1 10 To the extent possible a symbol should be 1 an analog of the object it represents 2 in general use and well known to the users or 3 based on established standards or conventional meanings DOT FAA CT 96 1 11 Symbols shall be used for a single purpose within the CPDLC monitoring and control system 12 Use of symbols in the CPDLC monitoring and control system shall be consistent with the use of symbols in the other monitored HID systems 13 Symbols for graphic presentation shall be consistent within the CPDLC monitoring and control system 3 2 1 2 5 1 Color 1 Whenever color is used to cod
93. s that are transparent to users e periodic manual or automated communications checking results and e supportive historical and diagnostic information available for specific components DOT FAA CT 96 1 1999 RTCA Inc 50 3 2 1 2 8 Error Management 3 2 1 2 9 1 Any unrecognized or unreasonable entry shall prompt an error message from the system 2 No data changes shall result from any erroneous message entry condition 3 The error message shall provide the information needed to assist the technician in determining the nature of the error and how the error could be corrected 4 The system shall permit correction of individual errors without requiring re entry of correctly entered commands or data elements MIL STD 1472E 1996 5 15 8 1 The system shall indicate the type and format of data expected 6 Within the CPDLC monitoring and control system standard locations and formats and coding of data should be used to facilitate data entry and error checking and reduce the time and errors associated with reading the data 7 When a user signals for system log off or application exit or shutdown the system should check pending transactions to determine if data loss seems probable If so the computer should prompt for confirmation before the log off command is executed MIL STD 1472E 1996 5 15 1 6 Test Messages 1 The system shall provide the capability to verify communications with avionics via data link Note The a
94. sage the out of sequence message s shall be indicated in the message display and message log along with an explanation of the problem Equipment Installation and Operations Requirements Note The term pilot as used in this section applies to the pilot in command and first officer Accessibility 1 To support team operations system controls shall be manipulable by the pilot in command and first officer from their normal seated positions Display Visibility 1 The display and the visual alert shall be positioned such that the angle between the ray extending forward from the pilot s eye reference point to any point on the display surface and the normal to the display surface shall not exceed the maximum preferred viewing angles of the display The maximum preferred viewing angles are 35 degrees horizontal and 20 degrees vertical relative to the normal visual angle which is 15 degrees declined from the design eye reference point Reflectance of the CPDLC display should not interfere with the readability of other displays Failure Protection 1 CPDLC messages shall be stored in non volatile memory to preclude the loss of data during power loss Associated and or Integrated Equipment or Systems 1 If more than one ATS data link system is active on an aircraft all ATS data link systems shall operate consistently and use the same style interface for alerting sending receiving displaying printing and storin
95. sage shall be available If the system allows the controller to select a message or an aircraft from a list the list shall be frozen from moving when the cursor is over the list If the HCI allows the controller to select the addressee of a message from an aircraft list the HCI shall lock the list from moving when the cursor is over the aircraft list When an aircraft is selected for message transmission the selected aircraft shall be emphasized in the controller s situation display and in the message composition area before the message is sent Where appropriate controller transmission of a ATS messages shall update the ground system data base and associated displays The system shall provide a preview of controller entered data as it is entered Before a controller composed message is sent the system shall display a preview of the message that will be sent When a clearance contains a constraint or condition such as AT FIX the constraint or condition should be displayed sufficiently close so that it is associated with the clearance data e g on the same line Controllers shall have the capability to fix errors by editing individual characters rather than having to erase and retype the entire text string A new pilot initiated message shall not automatically cover and displace a message currently being displayed Disruption due to automatic overwriting of a message being processed by the controller should not be possible
96. se Military Standard MIL STD 1472E 1996 Department of Defense Design Criteria Standard Human Engineering U S Army Aviation and Missile Command Hunstville Al Lockheed Martin Air Traffic Management July 26 1999 Display System Replacement Air Traffic Controller User Manual Document Number TI 6160 50 CDRL Item DPUO7 Smith S L and Mosier J N 1986 Guidelines for Designing User Interface Software ESDOTROS6 278 USAF Electronic Systems Center Hanscom AFB Van Ness F L and Bouma H 1980 On the legibility of segmented numerals Human Factors 22 4 pp 463 475 Flight Deck Requirements Equipment Performance and Design Requirements This section contains requirements and guidelines for the design of flight deck equipment hardware and software that may be used for CPDLC Guidance presented in Section 2 0 is relevant for all builds but does not comprehensively address builds beyond 1A For builds beyond 1A additional requirements will apply This section also describes the equipment installation requirements and operational performance characteristics and defines conditions 1999 RTCA Inc 16 2 1 2 1 2 1 2 2 that will assure that flight crew operations can be conducted safely and reliably in the expected operational environment In general a flight deck CPDLC system should notify the pilot of incoming messages maintain a queue of pending open messages display messages to the pilot provide message re
97. shall be highlighted on the controller s display until the controller takes the appropriate action and clears the display 10 The primary alert code for the non positive status of messages containing clearances that alter an aircraft s trajectory speed heading altitude should be spatially associated with the position symbol data block 11 After a parameter time has elapsed the system shall automatically clear status indications for transaction that have been closed with a positive response 12 To support controller monitoring of transactions transaction status information shall be located sufficiently close to be associated with message displays Message Recall and History 1 The controller s workstation shall maintain a message history log to store closed data link transactions Note This requirement does not apply to Build 1 2 A message history log should contain at least the last five messages that were sent to each aircraft 3 The system shall provide a controller capability to display messages for that sectors log and for a specified aircraft Note This requirement does not apply to Build 1 4 Displayed history messages shall be distinguishable from pending messages 5 Ifa history log list is displayed the list shall be ordered by message age 1999 RTCA Inc 40 3 1 1 7 3 1 1 8 6 Message age shall be based on the time that the message was sent 7 The send time shall be generated by the controller
98. sistency throughout the HCI in maintenance automation programs and subsystems DOT FAA CT 96 1 4 The HCI as well as hardware and software subsystems should reflect an obvious logic based on human centered task needs and capabilities DOT FAA CT 96 1 5 The HCI should represent the simplest design consistent with functions and tasks of the users of the operational and maintenance subsystems DOT FAA CT 96 1 6 Information presented to the user should accurately reflect system and environment status in a manner so that the user rapidly recognizes easily understands and easily projects system outcomes in relation to system and user goals DOT FAA CT 96 1 7 Automated maintenance subsystems should help the users accomplish their system functions and tasks Information and data should be presented in easy to use intuitive formats and control capabilities should account for the range of safe actions DOT FAA CT 96 1 Controls Controls should be designed to maximize usability and minimize workload and technician errors Operations that occur frequently should be executable with a minimum number of actions The number of actions may be reduced through the use of dedicated controls and the use of quick access menus Layout of Controls To the extent possible controls should be organized according to the following principles Collocate the controls with associated displays Partition the controls into functional groups Place the most impo
99. space radar environment The CPDLC messages correspond to phraseology employed in current US air traffic control procedures Controllers and pilots will use the initial CPDLC services to augment existing voice communications CPDLC is expected to be used for routine or repetitive types of communications and it is not to be used in time critical situations Use of CPDLC by controllers and pilots is elective and will be based on their judgments concerning the appropriateness of the CPDLC system in the operational context DO Principles CPDLC tasking and procedures will ensure integrated flight crew and controller team functions such as decision making coordination and task management The distribution of responsibilities within flight crews and controller teams and the associated procedures will be defined by the operators and the FAA respectively 5 1999 RTCA Inc 1 4 1 4 1 1 4 2 Assumptions Safety Assumptions It is assumed that there will be no reduction in the overall level of safety related to the use of data communications as measured by comprehensive testing and structured operational evaluation Before implementation comprehensive operational safety assessments will be conducted DO SPR It is expected that the safety assessment process will consider the effects of flight crew procedural errors as determined by the pilot community Based on experience with oceanic CPDLC a government industry interoperability team
100. sponse and compositions capabilities and maintain a history log of messages that have been closed including the associated pilot or controller responses where applicable Controls This section contains general control requirements Additional recommendations and guidance on designing controls is in appendix G 1 Operations that occur frequently should be executable with a minimum number of actions Note Frequently used operations for Builds 1 and IA include view a message select a response WILCO UNABLE STANDBY ROGER AFFIRMATIVE NEGATIVE and SEND a message The number of actions may be reduced through the use of dedicated controls and the use of quick access menus 2 Dedicated keys should be provided if non alphanumeric special characters or functions are used e g space slash or oblique plus minus clear and delete etc Layout of Controls 1 Controls that are normally adjusted in flight shall be readily accessible to the flight crew FAR 25 777c 2 If there are controls that do not require adjustment during flight e g ground maintenance functions those controls should be positioned to avoid inadvertent activation 3 Line select function keys should align with adjacent text 4 CPDLC controls should be arranged so that they do not obscure other controls or displays 5 To the extent possible controls should be organized according to the following principles e Collocate the controls with a
101. ssociated displays e Partition the controls into functional groups e Place the most frequently used controls in the most accessible locations e Arrange the controls according to the sequence of use Operation of Controls 1 The equipment shall be designed so that controls intended for use during flight cannot be operated in any position combination or sequence that would result in a condition detrimental to the reliability of the equipment or operation of the aircraft 2 Controls shall provide feedback when operated Note tactile and visual cues are acceptable forms of feedback 17 1999 RTCA Inc 4 The data link system shall echo pilot alphanumeric inputs within 0 2 s and respond to pilot inputs within 0 5 s either by completing the processing or by providing feedback that the input is being processed to prevent slowing tasks down and inducing entry errors such as multiple entries Smith and Mosier 1986 Controls shall be resistant to inadvertent activation See Appendix G Note This may be achieved by employing adequate control size height resistance displacement and spacing or guards between controls 5 6 Controls should be usable in the full range of turbulence conditions Control operating pressure should be light enough not to impede rapid sequential use See Appendix G Controls designed to be used in flight shall be operable with one hand Activation or use of a control shall not require si
102. st of all symbols and text against the background shall be no less than 3 1 Note The American National Standards Institute ANSI recommends a contrast ratio of 7 1 for alphanumeric characters and cites 3 1 as a minimum ANSI 1988 The International Civil Aviation Organization ICAO 1993 recommends a contrast ratio of 8 1 for items such as data blocks that need to be read For details that do not need to be read such as maps and range rings a contrast ratio of 3 1 is typically acceptable 4 The display should be readable through a horizontal viewing angle 30 degrees either side of a line normal to the display surface and through a vertical angle 20 degrees above and 5 degrees below a line normal to the display surface from in Human Factors for Flight Deck Certification Personnel DOT FAA RD 93 5 Note These parameters do not ensure that the equipment will be suitable for installation in all aircraft It is recommended that the view angle be maximized to the increase the flexibility of the equipment for installation 5 The CPDLC display area shall be capable of displaying the following information an uplink message message identifier and message status an indication of pending open message s the current data authority ATS facility connection status active or failed and data link avionics status CPDLC up linked air traffic service messages shall be displayed in a consistent location on the flight deck E
103. system e The message identification number provided by the ground user will be different from any other message identification number currently in use with that particular aircraft e The message identification number provided by the avionics will be different from any other message identification number currently in use with that particular ground system e A message identification number will be deemed currently in use until Scenario a the message does not require a response the message has been sent or Scenario b the message requires a response the closure response has been received e Message identification numbers will be provided sequentially Message Reference Numbers e All response messages will contain a message reference number e The message reference number will be identical to the message identification number of the initiating message to which it refers Message Attributes Message attributes dictate certain message handling requirements for the CPDLC user receiving a message Each CPDLC message has three attributes urgency alert and response attributes e Urgency Attribute Levels The urgency URG attribute delineates the queuing requirements for received messages that are displayed to the end user Messages with the highest urgency will be placed at the beginning of the queue There are four urgency levels from 1 distress 2 urgent 3 normal and 4 low CPDLC Build 1 1A messages have urgency attributes
104. t data authority A system generated message to CURRENT L inform a ground facility that it is AUTHORITY now the current data authority i 107 A system generated message sent to NOT AUTHORIZED NEXT L a ground system that tries to connect DATA AUTHORITY to an aircraft when a current data authority has not designated the ground system as the NDA Confirmation to the ground system LOGICAL that the aircraft system has received ACKNOWLEDGMENT the message to which the logical acknowledgment refers and found it acceptable for display to the responsible person 1999 RTCA Inc 66 APPENDIX D GUIDANCE FOR FLIGHT CREW PROCEDURES AND TRAINING This appendix contains guidance related to procedures and training for controller pilot data link communications systems as described in section 1 system overview The focus of the guidance is on lessons learned from currently fielded data link systems such as oceanic CPDLC The objective is to provide a high level description of topic areas that should be addressed by operators in their training and or procedure development The topic areas recommended pertain to the subset of issues related to human performance or human computer interaction It is anticipated that the operator will supplement what has been suggested below with additional content and topic areas General Information CPDLC procedures are envisioned to be common for CPDLC regardless of the interface The procedur
105. that accompanies the auditory signal DOT FAA CT 96 1 3 2 1 2 7 System Status Mode Awareness amp System Failure 1 The data link monitoring and control system shall provide a display of current operational status of connection to the A G communication service provider and the status of the CPDLC and CM applications A positive indication of failures of the data link system the system hardware components the loss of a data link connection and the failure to successfully send or receive a message shall be provided Control automation itself shall never fail silently or passively The HCI shall indicate functions that are available for use from those that are not based on the current context of the system status When warranted by system complexity status displays should incorporate graphical representations that integrate the status flow and coverage information most needed by AF technicians The following are examples of features that should be considered for display e continuously operative communications system status displays that can show options for normal degraded backup and emergency operations e communications routing status that show displays where failures have caused automatic switching to backup capabilities or where manual or automatic rerouting is in effect e alerting and alarm indications as to the location of the problem communications equipment and the nature of the problem e failure of component
106. uild 1A implementation of these services should be compatible with established design conventions and promote predictable controller actions 3 1 1 2 Interactive Control 1 The system shall execute an action only in response to explicit controller input 2 An explicit controller input shall be required to authorize transmission of a message or to select an automatic transmission mode for a specific type of message e g TOC 3 The system shall echo controller alphanumeric inputs within 0 2 s and respond to controller inputs within 0 5 s either by completing the processing or by providing feedback that the input is being processed to prevent slowing tasks down and inducing entry errors such as multiple entries 1999 RTCA Inc 32 When a control entry such as closing a window deleting a message or turning off the data link system will cause a loss of data the CPDLC system HCI shall display an advisory message and require a confirmation action before implementing the entry Operations that occur most often should be executable with a minimum number of control operations The number of operations may be reduced through the use of dedicated controls automated changes that anticipate controller requirements and the use of quick access menus If the system uses software controls e g text boxes list boxes radio buttons to select CPDLC system parameters the controls shall provide continuous feedback on the selected paramete
107. uld have only one meaning 7 Pure e g royal blue should not be used for text small symbols other fine detail or as a background color See DOT FAA AR 99 52 8 Saturated red and blue should never be presented in close proximity to avoid a false perception of depth 9 Yellow and white are confusable and only one of them should be used to code text or small symbols 10 Bright highly saturated colors should be used sparingly and only be used for critical and temporary information so they are not visually distracting Self Test 1 The capability should be provided for a self test of the CPDLC avionics 2 The test should detect and indicate failures in its operation during the self test System Status Mode Awareness amp System Failure 23 O 1999 RTCA Inc 2 1 6 If the system has the ability to operate in different modes that system shall continuously indicate what operating mode the system is in The flight crew shall be able to manually enter or manually override any information that is automatically entered for the logon Notes 1 The initial crew initiated system logon is to the context management application 2 Required logon information consists of ATS facility identifier the flight identifier up to 7 alphanumeric characters flight origin and flight destination 3 It is desirable to for the system to automatically fill in as much of the logon information as possible 4 The CPDLC Ground
108. ulti windowed tools within in a single system The benefits to be gained from a common HCI are increased technician productivity reduced training requirements and improved system reliability System Performance and Design Requirements General This section contains requirements and guidelines for the design of ATSS ground system equipment hardware and software that may be used for CPDLC monitoring and control The control and display equipment used by AF specialists should incorporate the basic guidance called out in DOT FAA CT 96 1 Guidance presented in the General section is relevant for all builds but does not comprehensively address builds beyond Build 1A Additional requirements will be developed for builds beyond Build 1A 1 The CPDLC monitoring and control system should provide cues e g prompts display format that encourage technicians to perform appropriate operations and prevent them from performing incorrect operations rather than relying on error messages to inform them that an error has been made DoD 1998 pp 8 13 2 Procedures for performing the technician s tasks related to CPDLC monitoring and control such as checking the status of the data link applications processor should be 1999 RTCA Inc 44 3 2 1 2 3 2 1 2 1 3 2 1 2 2 consistent with the procedures used for performing the same tasks on other systems attached to the HID and monitored through the NSM 3 There should be a high degree of con
109. vailable it should be displayed in the menu with an indication that it is unavailable 4 When hierarchic menus are used only one action should be required to return to the next higher level 5 When hierarchic menus are used only one action should be required to return to the CPDLC menu at the top level 6 The pilot should not be required to traverse more than three levels in a menu structure and no more than two levels for frequently performed tasks 7 Prompts menu options and error message should indicate the action to be executed 19 1999 RTCA Inc 2 1 3 2 1 3 1 2 1 3 2 Display Features Symbology 1 Symbols shall be discriminable at a nominal viewing distance of 29 inches a minimum viewing distance of 10 inches and a maximum viewing distance of 40 inches under all flight deck lighting conditions SAE AIR 1093 Symbols shall be used for a single purpose within the CPDLC system Symbols used for one purpose in one flight deck system should not be used for another purpose with another system Symbols for graphic presentation should be consistent within the flight deck Display Characteristics 1 3 The operating range display luminance and contrast shall be sufficient to ensure display readability through the full range of normally expected flight deck illumination levels Redrawing refresh of the display should be neither distracting nor detract from the utility of the display The contra
110. vailable from SAE by either mail email WEB or phone 400 Commonwealth Drive Warrendale PA 15096 0001 SAE WEB page at http www sae org by phone 412 776 4970 or email AIR1093 ARD50027 ARP268G ARP571C ARP1068B ARP1782 ARP4032 ARP4102 4 ARP4105 ARP4791A ARP5289 AS425C AS8034 FAA Publications Numerical Letter and Symbol Dimensions for Aircraft Instrument Displays Human Engineering Issues for Data Link Systems Location and Actuation of Flight Deck Controls for Transport Aircraft Flight Deck Controls and Displays for Communication and Navigation Equipment for Transport Aircraft Flight Deck Instrumentation Display Criteria and Associated Controls for Transport Aircraft Photometric and Colormetric Measurement Procedures for Airborne Direct View CRT Human Engineering Considerations in the Application of Color to Electronic Aircraft Displays Flight Deck Alerting Systems Abbreviations and Acronyms for Use on the Flight Deck Revision A Human Engineering Recommendations for Data Link Systems Electronic Aeronautical Symbols Nomenclature and Abbreviations for Use on the Flight Deck Minimum Performance Standard for Airborne Multipurpose Electronic Displays Available from Federal Aviation Administration 800 Independence Avenue SW Washington DC 20591 Check also the publications section of the FAA WEB page http www faa gov 14 CFR DOT FAA 7340 1S DOT FAA RD 95 3 1999
111. veloping consensus on the application of pertinent technology to fulfill user and provider requirements including development of minimum operational performance standards for electronic systems and equipment that support aviation and e assisting in developing the appropriate technical material upon which positions for the International Civil Aviation Organization and the International Telecommunication Union and other appropriate international organizations can be based Since RTCA is not an official agency of the United States Government its recommendations may not be regarded as statements of official government policy unless so enunciated by the U S government organization or agency having statutory jurisdiction over any matters to which the recommendations relate 1999 RTCA Inc Table of Contents 1 0 PurpOse and Scope cin eit se Ue i aha alg ea ek cei eaten 1 1 1 NS O OS 1 ESA OR 4 1 2 1 Current En Route CPDLC Implementation Path ooooonnccnnncnnonnnocononoconoconaconccnnnconn conc conc nono nonnncnos 4 1 2 2 System Descrip did il id o dido dieta 5 1 3 Operational OVEVI Wet aiii 5 L4 A RN bttaders 6 1 4 1 Satety Assumptions A EE ea ee SE de 6 14 27 Equipment A SSUMpULONS pt A at A a E E EA o Eet 6 1 4 3 Communications System Assumptions esessseseeesestessesreeresresstrstestestesertessesttssrestestenesreesesee 8 1 4 3 1 ATN and Context Management Application Assumptions oocoooccnoccnocnnonnnonnconnconncnnnac
112. vionics used in this test will not be with an airborne aircraft 2 Each test message shall be uniquely identifiable 3 2 1 2 9 1 Test Message Status 3 2 1 2 10 1 A positive attention getting indication shall be presented to depict failed test message statuses If a connection is lost each open test transaction shall be closed and have an indication associated with the message that the connection has been lost Maintenance Message Display Maintenance messages may be displayed through several special purpose message windows These include request windows error message windows information message windows confirmation message windows warning message windows and working message windows 1 Message windows should contain 1 a title 2 an indication of the type of message 3 the message itself and 4 the applicable response options DOT FAA CT 96 1 The messages in message windows should use language that is meaningful to users and should require no further documentation or translation DOT FAA CT 96 1 51 O 1999 RTCA Inc 3 2 1 2 10 1 1 Critical messages warning users of destructive consequences of actions should be displayed in warning message windows and processing should be suspended until a user responds DOT FAA CT 96 1 Message urgency should be conveyed e g highlight border color or some other visual and or auditory coding technique to facilitate recognition of urgency and the appropr
113. will need to be established prior to implementation and this team is expected to develop a plan for human factors data collection that defines human performance measures in addition to an engineering data collection plan After implementation the level of safety will continue to be monitored through ongoing in service system assessment and evaluation activities including analyses of CPDLC performance data recorded automatically by the ground system and analysis of operational assessments obtained from controllers and pilots Equipment Assumptions Figure 1 2 depicts the FAA service provider aircraft equipment components and system architecture that enable the initial CPDLC capability As shown in the figure the controller s CPDLC capability will be implemented in the Host Computer and Display System Replacement DSR system This document assumes that the CPDLC Human Computer Interface HCI will comply with the HCI style of the DSR software and provide a common look and feel Procedures for preparing sending and receiving data link messages should be consistent with procedures for other DSR information handling tasks Ground system monitoring and control of FAA components of CPDLC will be conducted by airway facilities technicians using the Network System Manager NSM capability for Host Interface Device HID The HID controls the data link applications processor The CPDLC application program and the software that manages connectio
114. with this procedure 73 1999 RTCA Inc Controllers should not be required to send or respond to messages redundantly over both voice and data link communication media The controller should close ATC transactions on the same communications medium i e voice or data link on which they were initiated To ensure proper coordination of ground and air data link systems if a data link message has been responded to by voice the corresponding data link response should also be completed If the age or context of the message makes its validity suspect the controller should verify the validity of that message by contacting the pilot on voice before acting upon it Controllers should not use data link to issue conditional clearances that are executed outside of their control jurisdiction airspace When a clearance contains instructions to be executed sequentially it should be constructed with a corresponding word message element order Note This procedure should apply to the controller when composing messages in real time and to the supervisor when composing messages offline to build controller menus of predefined messages Controller Team Procedures Training 1 Where appropriate procedures should include cross checking between controllers of data link messages and responses New procedures and training should be developed to accommodate reallocation of controller team tasks Controller team members should verbalize c
115. xcept during emergency situations e g engine fire CPDLC shall have a dedicated display or dedicated display area for uplinked air traffic service messages e g a separate screen or part of a screen 1999 RTCA Inc 20 2133 2 1 3 4 2 1 3 5 Note The above requirement is a minimum requirement for Builds 1A and beyond but does not apply to Build 1 Display of Data Across Multiple Pages or Windows 1 When the requested data exceed the capacity of a single display frame the pilot should have an easy means to move back and forth over displayed material e g by paging or scrolling 2 In scanning through a multi page display the pilot should be able to go forward or backward at will e g the pilot should not be forced to cycle through an entire display series to reach a previous page 3 If several windows are displayed at once the pilot shall have a means to shift among them to select which window will be active 4 If several windows are displayed concurrently the system shall indicate which is the active window Shared Display Considerations This section addresses issues associated with a CPDLC implementation that is on a shared or multi function display with other data such as flight management system data or airline operational control data Note Although CPDLC must have a dedicated display area for uplink messages CPDLC may share a display for message composition and response functions which require d

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