1、 AEROSPACERECOMMENDEDPRACTICEHUMAN ENGINEERING RECOMMENDATIONS FOR DATA LINK SYSTEMSIssued 1994-02Revised 1996-12REV.ARP4791 AFOREWORDThe following members of the G-10K, Flight Deck Information Management Subcommittee, madesignificant contributions to the development of this document:Dr. Karol Kerns
2、, Cochair and Editor Center for Advanced Aviation System Development, TheMITRE CorporationCaptain Robert Hilb, Cochair Advanced Flight Projects, United Parcel ServiceMr. Eric Bang Flight Crew Operations Integration, Boeing CommercialAirplane GroupCaptain Alan Campbell ALPA ATC Committee, ALPADr. Div
3、ya Chandra MIT Lincoln LaboratoryMr. Evan Darby FAA Technical CenterDr. Susan Infield Human Engineering Research AssociatesMs. Sandy Lozito San Jose State University/ NASA Ames Research CenterDr. Roni Prinzo FAA CAMIMr. Matt Proudfit NATCADr. Vic Riley Honeywell Inc. Systems and Research Center1. SC
4、OPE:This document sets forth general, functional, procedural, and design criteria and recommendationsconcerning human engineering of data link systems. The recommendations are based onlimited evidence from empirical and analytic studies of simulated data link communication, and onexperience from ope
5、rational tests and actual use of data link. However, because data are not yetavailable to support recommendations on all potentially critical human engineering issues theserecommendations necessarily go beyond the data link research and include requirements based onrelated research and human factors
6、 engineering practice. It is also recognized that evolution ofthese recommendations will be appropriate as experience with data link accumulates and newapplications are implemented.SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical an
7、d engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising therefrom, is the sole responsibility of the user.” SAE reviews each technical report at least every five years at which time
8、it may be reaffirmed, revised, or cancelled. SAE invites your written comments and suggestions. Copyright 2008 SAE International All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photo
9、copying, recording, or otherwise, without the prior written permission of SAE. TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada) Tel: 724-776-4970 (outside USA) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.org Reaffirmed 2008-02SAE ARP4791 Revisio
10、n A- 2 -1. (Continued):This document focuses primarily on recommendations for data link communications between an airtraffic specialist and a pilot, i.e., air traffic services communications, although somerecommendations address use of data link for flight information services. Unless otherwisespeci
11、fied within the text, all recommendations apply to both flight deck and ground-based data linksystems.This document is intended as a guide for development and evaluation of data link systems. Humanengineering considerations are an important element of data link system performance. Asillustrated in F
12、igure 1, human engineering recommendations address many component functionsrequired for effective data link communication services in the operational environment. Forpresentation purposes, the recommendations are divided into five sections: General, functional,procedures, flight deck/air traffic ser
13、vice (ATS) workstation integration, and human-computerinterface. To facilitate understanding and use of this document appropriate cross-references tointerrelated recommendations appear in parentheses throughout the text.2. REFERENCES:2.1 Applicable Documents:The following publications form a part of
14、 this specification to the extent specified herein. Thelatest issue of all SAE, FAA, RTCA, and ICAO documents shall apply. The documents aregenerally applicable to the subjects of flight deck and ATS workstation integration, humaninterface design, and procedures for data link. Appendix A contains a
15、list of references thatprovide detailed support for the requirements.2.1.1 SAE Publications: Available from SAE, 400 Commonwealth Drive, Warrendale, PA15096-0001.AS425C Nomenclature and Abbreviations for Use on the Flight DeckARP4102/6 Communication and Navigation EquipmentARP4101/2 Pilot Visibility
16、 from the Flight DeckARP4102/8 Flight Deck, Head-Up DisplaysAIR1093 Numeral, Letter, and Symbol Dimensions for Aircraft Instrument DisplaysARP1782 Photometric and Calorimetric Measurement Procedures for Airborne Direct ViewCRTARP4032 Human Engineering Considerations in the Application of Color to El
17、ectronicAircraft DisplaysARP4101 Flight Deck Layout in contrast, discrete addressed services are carried overmedia which direct information between specific pairs of users.SAE ARP4791 Revision A- 5 -2.2 (Continued):COMMUNICATION TRANSACTION: The cycle of ground- and air-initiated messages requiredfo
18、r the full handshake that constitutes an information exchange between ground and airborneATS system elements. The transaction cycles vary according to message types. For air trafficspecialist-pilot communications, a typical cycle begins with message transmission and concludeswith the return, to the
19、sender, of an acknowledgment or reply from the intended receiver.DATA LINK SYSTEM: Digital telecommunications capability which supports communicationbetween airborne and ground-based computers and their operators.END-SYSTEM: System which originates a message or is designated as the recipient of ames
20、sage.FLIGHT INFORMATION MESSAGE: An informational message that does not imply any changein operating behavior on the part of the pilot or the controller. Information messages aregenerally not time-critical. Included in this category are routine weather observations andforecasts, reports on the statu
21、s of facilities and equipment, and routine position reports.OPERATOR: Term that refers to the human responsible for handling data link communications. In actual operations, the operator could be an aircraft flight crew member or an air trafficspecialist staffing an en route, terminal, tower, or ocea
22、nic operational position.SUBNETWORK: One of the interoperable communications networks, such as HF, VHF, satellite,or Mode S Secondary Radar, that will support aeronautical data communications.3. GENERAL REQUIREMENTS:Included in this section are ATS system-level requirements that must be supported du
23、ring and afterthe transition to data link as a supplementary or primary communication system. They addresssafety-related concerns and concerns that arise from transitional stages of implementation in whichaircraft and ground systems may have varying levels of data link capabilities.3.1 Safety is a f
24、unction of the interaction of numerous factors, including communication, navigation,and surveillance systems; flight crews; air traffic specialists; and the operating environment. There shall be no reduction in the overall level of safety related to the use of datacommunications as measured by testi
25、ng and operational evaluation. After implementation, thelevel of safety shall continue to be monitored through means such as the “Aviation SafetyReporting System” and other safety data reporting sources (5.1, 5.2, 5.7, 6.1, 6.2, 6.8).3.2 Some means shall be available for urgent communications. A bac
26、kup means of communicationshall be provided and procedures shall be maintained for cases where no communications areavailable (4.12, 5.1, 5.13, 7.2.6).3.3 The traffic and obstacle separation environment shall allow safe recovery from response delays,nonresponse or unable responses, data link failure
27、s, and other data link management errors, toat least match the current level of safety (4.4, 4.6, 4.19, 5.1, 5.10, 5.13, 7.2.1, 7.2.2, 7.2.6, 7.4.3).SAE ARP4791 Revision A- 6 -3.4 To the extent that data link system performance can vary based on subnetwork performance andmessage urgency attributes (
28、see RTCA DO-219), it is important that data link messages arereviewed in sequence. Furthermore, the sequence must be based on the time at which themessage was sent. If a data link system detects an out of sequence situation, the receivershould be notified of the problem and the situation should be c
29、larified as soon as possible (4.5,4.6, 4.12, 4.14, 4.16, 4.15, 7.7.8).3.5 Party line communications in the voice environment currently provide information used by pilotsfor situation awareness. In a data link environment, some means shall be provided tocompensate for the loss of party line informati
30、on without placing additional demands on pilots oron air traffic specialists. For example, the data link system should be used to enhance or partiallyreplace party line as a source of information on weather and traffic information. This could includewindshear, convective activity, turbulence, aircra
31、ft positions, and traffic flow managementinformation such as congestion reports, or holding and speed restrictions (5.11).3.6 Information about risk levels, controller workload, traffic densities, request urgency, and otheraspects of the situation can be inferred from characteristics of voice commun
32、ications and shouldbe available in the data link environment as appropriate to the application. For example, anindication of sector workload may be provided. To the extent that such inferences are valid anduseful, safety and efficiency should not be compromised due to the unavailability of suchinfor
33、mation.3.7 Data link transmission of weather information must be timely and reliable. Transmission must notbe subject to delays or nontransmission due to air traffic specialist workload, unavailability ofweather personnel, or other factors. Flight crews must be notified as soon as possible of critic
34、alweather conditions which may affect them. Immediate notification of known windshear,microburst, visibility minima, crosswinds, or other automatically derived critical weatherinformation may require a direct channel from weather sensing/processing systems to theaircraft. The air traffic specialist
35、should have the same weather information available in order tomaintain awareness of pilot constraints (7.6.1).3.8 Air traffic specialists must be notified of advisories or other hazardous weather information that isbroadcast over a data link channel automatically and may affect their operation. A me
36、ans for airtraffic specialist review of recently transmitted broadcast messages shall be available (7.6.1).3.9 The system shall facilitate the air traffic specialists ability to communicate with each aircraft andthe pilots ability to communicate with each ATS facility in the most appropriate mode (v
37、oice ordata link) and using the data link capabilities most appropriate for a particular aircraft or facility. The system shall indicate to the air traffic specialist and pilot what mode of communication isavailable and which capabilities are appropriate (5.1, 7.2.1, 7.2.3).3.10 The system should be
38、 developed to minimize undue complication due to specific mixes ofequipage and services (5.9, 6.16).3.11 Differences in the air traffic specialists management of communications information and relatedtasks for equipped and unequipped aircraft should be minimized (5.2, 5.4, 5.9, 6.1, 6.5, 6.13,7.2.4)
39、.SAE ARP4791 Revision A- 7 -3.12 To the extent possible, data link system functions shall be consistently available and shalloperate consistently across operational domains (i.e., terminal, en route, andoceanic/international) (7.2.3).3.13 As new data link services are developed, implementation of th
40、ese services should becompatible with established procedures and should promote predictable operator responses.3.14 A data communication system shall meet the performance required for the area, airspace,route, operation, or procedure to be used.4. FUNCTIONAL REQUIREMENTS:Included in this section are
41、 high-level functional requirements for information managementcapabilities that will enable air traffic specialists and pilots to carry out communications tasks usingthe data link system.4.1 The data link system shall be capable of receiving and sending ATS messages between airborneand ground-based
42、end-systems.4.2 The data link system shall be capable of communication and fully compatible with the ground-based ATS systems. Communication between ground-based systems is also required to supportdata link services in accordance with International Civil Aviation Authority agreements.4.3 The data li
43、nk system shall automatically manage the communication subnetworks (e.g., HF, VHF,Satellite, Mode S) to ensure system availability, integrity, and acceptable performance (4.12,7.2.3).4.4 Although automatic management of communication subnetworks by the data link system isrequired, this function shal
44、l not preclude manual override of the automatic function (7.2.1).4.5 Within any given priority level and from any given sender, messages shall be delivered to thereceiver in the order they were sent (3.4, 4.12, 4.15, 6.9, 7.3.1, 7.7.8).4.6 The data link system shall be capable of delivering messages
45、 associated with error identification,notification, and recovery within the time required for safe recovery. Optimally, data link delivery,priority transmission, and alerting should facilitate error identification, notification, and recovery(3.3, 4.14).4.7 The data link system shall inform the opera
46、tor of its current operational status (serviceavailability) and be capable of displaying its current configuration, including active connections tosubnetworks, end-systems, and active automatic functions (7.2.1, 8.2.2, 7.2.3, 7.2.4, 7.2.5, 7.2.6,7.4.2).4.8 The data link system shall notify the opera
47、tor of incoming messages, maintain a queue ofpending messages, display messages to the operator, and maintain a history log of messagesthat have been viewed, including the associated operator responses where applicable (4.12,7.3.6, 7.6.2, 7.6.3, 7.6.4, 7.6.5).SAE ARP4791 Revision A- 8 -4.9 The data
48、link system shall have the capability to unambiguously identify the source anddestination of all transmitted messages. The system must ensure that messages are comingfrom a legitimate source.4.10 The data link system shall provide the capability for a sender to include a reference to aprevious messa
49、ge when composing a new message and for the receivers display to presentthe reference information along with the new message (5.14, 7.7.9, 5.15).4.11 All incoming data link messages shall be retained in the message queue until operatorrequirements for viewing or response established in ATS procedures (FAA, 7110.65; FAA,7110.83) and Data Link Standards (DO219) have been met (5.5, 5.12, 7.7.9).4.12 The data link system shall have the capability to manage message routing to flight deck andATS end-user applications, to order queues of pending messages, and to vary operator
