本SAE航空航天推荐规程（ARP）包括数据链接航空信息（AI）飞行甲板显示的最低人为因素要求和建议，特别是飞行员须知（NOTAM）。人为因素的目标是让用户很容易做对事情，也很难做错事情。本ARP中的指南通过定义最低要求和建议来支持这一目标，这些要求和建议侧重于NOTAM的文本和潜在图形，以及人类在飞行甲板上与这些图形的交互。在本ARP中，“飞行甲板”包括单飞行员飞行甲板和多飞行员飞行甲板。美国联邦航空管理局将NOTAM1定义为与国家空域系统的任何组成部分的建立、条件或变化或危险有关的任何信息。国际民航组织附件15将航行通告定义为“通过电信方式分发的通知，其中包含有关任何航空设施、服务、程序或危险的建立、条件或变化的信息，及时了解这些信息对飞行操作人员至关重要。 “2本ARP中的最低要求和建议不会取代现有机载应用程序或飞行甲板上显示器的指南或要求。它并不取代现有的一般人为因素设计标准。它也没有涉及每一个特定的NOTAM类别、系列或类型，而是侧重于一个子集，其中包括最安全关键的NOTAM（如封闭跑道）、最常见的NOTAM，或可能影响空域效率的NOTAM如临时飞行限制（TFR）。该ARP也没有引用其他航空信息，如私人供应商的更新，如公司航行通告和/或私营部门的制图通知或咨询，如制图错误或遗漏，这些信息可能会通过数据链路发送给飞行员。最后，当NOTAM从其发起者移动到飞行甲板以及其间的所有步骤时，该ARP并没有解决数据完整性问题。 RTCA特别委员会206制定的航空信息服务数据链路标准解决了这一问题，而RTCA 217特别委员会则解决了航空信息的质量问题。未来，以图形格式呈现的数据链路NOTAM（gNOTAM）可能会成为飞行甲板上NOTAM的主要来源。然而，在将gNOTAM视为基于文本的NOTAM的视觉补充或附加安全层之外的任何东西之前，必须解决标准化和数据质量问题。始发点的数据质量将由生产NOTAM的每个州的质量控制/质量保证计划处理。航空业距离所有NOTAM的完全标准化还有几年的时间，但正在取得进展。例如，监管机构和其他机构正在努力开发geo- 机场和空域主题的参考数据（例如，导航设备、障碍物、跑道、滑行道、临时飞行限制和空域）。同样，监管机构正在为NOTAM的创建创建新的工具，从而产生由标准化元素组成的数字NOTAM。这种标准化允许自动化（机器或软件）检查准确性，对NOTAM应用各种排序或过滤选择，或向它们添加其他数据，例如在地图或其他基线数据上显示它们的形状或位置。不幸的是，目前缺乏标准化意味着并不是今天创建的每一个NOTAM都是机器可读的，因此准确性取决于人工分析，这是非常劳动密集和昂贵的。仅在美国，每年就有大约一百万份NOTAM被发布，而且这个数字还在增长。因此，在可预见的未来，我们仍处于一个混合使用的环境中，其中一些NOTAM是标准化的和机器化的- 可读性很强，但很多是不可读的。因此，并不是每个创建的NOTAM都能像飞行员和航空监管机构所要求的那样准确地进行排序、过滤或转换为图形形式。在每个制造商中拥有标准化的gNOTAM都有好处。这提高了飞行员看到、理解NOTAM在未来飞行中的适用性的能力，降低了训练成本，并提高了飞行员的表现。不同飞行甲板显示器制造商对gNOTAM的一致描述将使飞行员能够更容易地在飞机内从显示器移动到显示器，从飞机移动到飞机，并可能减少错误。然而，本委员会的任务不是通过规定特定的符号或图形来扼杀创新。因此，该ARP旨在确定最低人为因素要求和建议，这将有助于确保所有产品都符合一些基本的可用性最低标准。 在与用户合作后，设计师有很多选择，以确定他们的最高优先级是什么，并找到最直观、最有效的方式来呈现信息。虽然该ARP仅关注飞机的飞行甲板，但该指南可能在未来扩展，适用于调度员、空中交通管制员和其他航行通告用户的显示器。

This SAE Aerospace Recommended Practice (ARP) includes the minimum human factors requirements and recommendations for the flight deck display of data linked Aeronautical Information (AI), specifically Notices to Airmen (NOTAMs). The goal of human factors is to make it easy for users to do things right and hard to do them wrong. The guidance in this ARP supports this goal by defining minimum requirements and recommendations that focus on the text and potential graphics for NOTAMs as well as the human’s interaction with these on the flight deck. In this ARP “flight deck” includes both single pilot flight decks as well as multi-pilot flight decks.The FAA defines NOTAMs1as any information concerning the establishment, condition, or change in any component of, or hazard to, the National Airspace System. ICAO Annex 15 defines a NOTAM as “a notice distributed by means of telecommunication containing information concerning the establishment, condition, or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations.”2The minimum requirements and recommendations in this ARP do not replace guidelines or requirements for existing airborne applications or displays on the flight deck. It does not replace existing general human factors design standards. It also does not address every specific NOTAM category, series or type, but focuses on a subset, which includes the most safety critical NOTAMs (such as closed runways), most common NOTAMs, or ones which may affect the efficiency of the airspace such as Temporary Flight Restrictions (TFRs). This ARP also does not reference other aeronautical information such as private provider updates, such as Company NOTAMs and/or private sector charting notices or advisories such as charting errors or omissions, which might be sent to pilots via data link. Finally, this ARP does not address data integrity as the NOTAM moves from its originator to the flight deck and all the steps in between. This is addressed by the aeronautical information services data link standards developed by the RTCA Special Committee 206 while the quality of the aeronautical information is addressed by the RTCA 217 Special Committee.There may come a time in the future when data linked NOTAMs presented in graphical format (gNOTAMs) are the primary source for NOTAMs on the flight deck. However, standardization and data quality issues must be addressed before gNOTAMs can be considered anything other than a visual supplement or an additional safety layer to text-based NOTAMs. Data quality at the origination point will be handled by quality control/quality assurance programs for each State producing NOTAMs. The aviation industry is still years away from complete standardization of all NOTAMs, but progress is being made. For example, regulators and others are working to develop geo-referenced data for airport and airspace subjects (e.g., navigation aids, obstructions, runways, taxiways, temporary flight restrictions and airspace). Similarly, regulators are creating new tools for the origination of NOTAMs that result in digital NOTAMs that are comprised of standardized elements. Such standardization allows automation (machines or software) to check accuracy, apply various sorting or filtering choices to the NOTAMs, or add other data to them such as displaying their shapes or locations over maps or other baseline data. Unfortunately, the current lack of standardization means that not every NOTAM created today is machine-readable, thus accuracy is dependent upon human analysis which is very labor intensive and costly. In the U.S. alone, approximately one (1) million NOTAMs are issued each year and the number is growing. As a result, for the foreseeable future, we remain in a mixed use environment where some NOTAMs are standardized and machine-readable but many are not. As a consequence, not every NOTAM created can be sorted, filtered, or converted to its graphical form with the accuracy that pilots and aviation regulators require.There are advantages to having standardized gNOTAMs among every manufacturer. This increases the ability of the pilot to see, comprehend and project into the future the applicability of the NOTAM to their flight, reduces training costs, and improves pilot performance. Consistent depictions of gNOTAMs across different flight deck display manufacturers would enable pilots to move from display to display within an aircraft, and from aircraft to aircraft with more ease and would likely result in a reduction of errors. However, it is not the mandate of this Committee to stifle innovation by dictating specific symbols or graphics. Consequently, this ARP is geared toward identifying minimum human factors requirements and recommendations that will help ensure that all products meet some basic minimum standards for usability. Many choices have been left for the designer, after working with users, to determine what their highest priorities are and to find the most intuitive and efficient way to present the information.While this ARP focuses solely on the flight deck of aircraft, the guidance may be expanded in the future to apply to displays for dispatchers, air traffic controllers, and other NOTAM users.