在机场表面发生多起高能见度飞机相撞事故后，整个出租车运营受到了更严格的审查。此外，对出租车运营的观察和相关研究项目的结果表明，利用现有技术和以人为中心的设计方法，可以显著提高出租车运营的效率。表面操作显示器已经以原型形式进行了测试，许多制造商正在朝着产品定义的方向发展。本文件提供了元件设计指南，这些元件可能是地面操作显示器的一部分，其目标是提高机场地面上飞机操作的安全性和整体效率。这种效率的提高不仅应该在白天实现- 日常作战，但也应体现在水面作战训练中。本文件阐述了有关人为因素问题的功能和设计建议，以及水面作战信息飞行甲板显示的标准。假设该系统将基于过去系统的“经验教训”进行以人为本的设计，操作简单，性能一致，使用直观，不会产生负面信息传递。警报部件和水面操作显示部件都涵盖了视觉和听觉特性。显示系统可以包含这些组件中的任何一个或这些组件的组合。尽管本文件假设的系统功能举例说明了固定翼飞机的实施，但建议并不排除其他类型的飞机。 本文件中包含的建议涉及旨在提供地面作业期间使用的信息的近期和远期技术，尽管本版本仍主要关注近期应用。由于这种类型的文件仅提供“最佳实践”建议，该指南是以“应该”声明的形式提供的，而不是出现在标准和需求类型的文件中的“应当”声明。关于指导和约束本文件中所含建议的系统的假设包括:该系统是一个基于飞行甲板的系统，在能见度下向机组人员显示水面操作信息条件低至CAT IIIb或在地面运动制导和控制系统（SMGCS）下。当可用时，将使用多个数据源为机组人员提供最佳可用信息。该系统将能够在全球范围内运行。至少在最初，纸质和/或电子版的水面图仍将存在，并可供机组人员使用。将有飞行员- 在回路中/手动参与任何路径更改适当的机组人员将可以访问信息该系统将以英语为基础，但也可以考虑其他语言。该系统将在所有地面操作期间全职可用。地面操作被定义为从登机口到1000英尺AGL或跑道起飞端的时间，以及从1000英尺AGH到进近登机口的时间。显示功能可以是独立的，也可以是多功能显示器的一部分。初始设计将提供可升级性和扩展人机界面将与其他显示功能集成，不会干扰任何其他飞行甲板功能。在飞行计划中，地面信息的显示将通过专注于电子海图的其他标准开发工作来解决- 所选优先级本文中的数字来源于正在进行的实验项目，仅用作说明性样本。

Following a number of high-visibility collisions between aircraft on the airport surface, overall taxi operations have been brought under greater scrutiny. In addition, observation of taxi operations and the results of associated research programs have revealed that the efficiency of taxi operations could be significantly improved with available technologies and by applying a human centered design approach. Surface operations displays have been tested in prototype form and a number of manufacturers are moving toward product definition. This document provides guidance on the design of elements, which may be part of surface operations displays whose objectives would be to enhance safety and to improve overall efficiency of aircraft operations on the airport surface. Such efficiency increases should be realized not only in day-to-day operations, but should also be manifested in training for surface operations.This document sets forth functional and design recommendations concerning the human factors issues and criteria for flight deck display of surface operations information. It is assumed that the system will have a human centered design based on the “lessons learned” from past systems, with simple operation, consistent performance, and intuitive use, without negative transfer of information. The visual and aural characteristics are covered for both the alerting components and surface operations display components. The display system may contain any one or a combination of these components. Although the system functionality assumed for this document exemplifies fixed-wing aircraft implementation, the recommendations do not preclude other aircraft types. The recommendations contained in this document address both near- and far-term technology directed toward providing information used during surface operations, although the present version remains primarily focused on near-term applications. Since this type of document provides only “best practice” recommendations, the guidance is provided in the form of “should” statements as opposed to the “shall” statements that appear in standards and requirements types of documents.The assumptions about the system that guided and bounded the recommendations contained in this document include:The system is a flight-deck-based system displaying surface operations information to the flight crew in visibility conditions down to and including CAT IIIb or under a Surface Movement Guidance and Control System (SMGCS)When available, multiple sources of data will be used to provide the flight crew with the best available informationThe system will be capable of worldwide operationAt least initially, paper and/or electronic versions of the surface charts will still exist and be available to the flight crewThere will be pilot-in-the-loop/manual involvement in any path changesInformation will be accessible by appropriate flight crew membersThe system will be based on the English language, but other languages may be consideredThe system will be available full time during all ground operationsGround operations are defined as the time from the gate to 1000 feet AGL or the departure end of the runway on departure and from 1000 feet AGL to the gate on approach.The display function may be stand alone or part of a multi-function displayInitial design will provide for upgradeability and expansionThe human interface will be integrated with other display functions and will not interfere with any other flight deck functionsIn-flight planning displays of surface information will be addressed by other standards development efforts focused on electronic chartingWhenever possible, information will be layered according to pre-selected prioritiesThe figures in this document are derived from ongoing experimental programs and are used as illustrative samples only.