Minimum Aviation System Performance Standards (MASPS) for the Aeronautical Mobile-satellite (R) Service (AMS(R)S) as Used in Aeronautical Data Links PDF Download
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Author: RTCA (Firm). SC-165
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Category : Aeronautics
Languages : en
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Author: RTCA (Firm). SC-165
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Category : Aeronautics
Languages : en
Pages :
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Author: RTCA (Firme)
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Category : Aeronautics
Languages : en
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![Minimum Aviation System Performance Standards (MASPS) for the High Frequency Data Link (HFDL) Operating in the Operating in the [sic] Aeronautical Mobile (route) Service (AM (R)S) PDF](https://books.google.com/books/content/images/frontcover/GwZaHAAACAAJ?fife=w80-h100)
Author: RTCA (Firm). SC-188
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Category : Aeronautics
Languages : en
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Author: RTCA (Firm). SC-195
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Category : Aeronautics
Languages : en
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"The revised MASPS removes the binary test data sets and establishes a publicly accessible FIS-B Product Registry that facilitates coordination and publication of specifications for APDU Payload encoding of new FIS products."--RTCA Web site.
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Languages : en
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Author: G-10A Aeronautical Information System Committee
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Languages : en
Pages : 0
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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 NOTAMs1 as 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. The use of portable electronic devices and graphical electronic displays on the flight deck has increased dramatically over the past several years. Additionally, the number of software programs that enable pilots and other users to receive and display Aeronautical Information such as Notices to Airmen (NOTAMs) on the flight deck has increased considerably. While many general human factors standards exist, to date, there are few standards that set minimum human factors requirements and recommendations for how NOTAMs should be displayed on the flight deck during preflight planning and in flight. It is anticipated that this document will be used by various regulators as guidance or a decision support document for certification or regulatory approval for use of the flight deck display of NOTAMs. Lastly, as NOTAM systems around the world are modernized, designers and developers of avionic systems or software programs will face challenges of a mixed-use environment where new "modernized" NOTAMs are available in different formats than non-modernized NOTAMs. This Aerospace Recommended Practice (ARP) addresses these issues and makes recommendations.
Author: A-4ED Electronics Display Subcommittee
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Languages : en
Pages : 0
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This SAE Aerospace Standard (AS) specifies minimum performance standards for all types of Electronic Displays and Electronic Display Systems that are intended for use in the flight deck by the flightcrew in all 14 CFR Part 23, 25, 27, and 29 aircraft. The requirements and recommendations in this document are intended to apply to all installed electronic displays and electronic display systems within the flight deck, regardless of intended function, criticality, or location within the flight deck, but may also be used for non-installed electronic displays. This document provides baseline requirements and recommendations (see section 2.3 for definitions of "shall" and "should"). This document primarily addresses hardware requirements, such as electrical, mechanical, optical, and environmental. It does not address system specific functions. It does not contain an exhaustive or comprehensive list of requirements for specific systems or functions, such as TCAS, ADS-B, GPS, weather, or shared display considerations (e.g., when should alerts be inhibited on a display system that simultaneously depicts navigation data integrated with terrain data or traffic alerting). This document is intended to be used in combination with other guidance material contained in current system specific, TSOs, Advisory Circulars (ACs), and other Federal Aviation Administration (FAA)-approved guidance material.The requirements and recommendations in this document are intended to apply to, but are not limited to, the following types of display functions: Primary Flight and Primary Navigation which include vertical situation, horizontal situation, and moving map displays. Systems display and displays that have alerting functions which may include engine instrument, aircraft systems information/control, pilot or flightcrew alerting, and documentation displays. Control Displays including communication, navigation and system control displays. Information Displays which may include navigation displays used for situation awareness only, supplemental data displays, and maintenance displays.Electronic Displays can include one or more of the following interconnected components. Other configurations are possible. Symbol Generator/Processor Unit (SG) containing display processing and symbol generation processing and symbol generation capability, power supplies, interface logic/buffer circuits and Display Unit interface capability. The SG receives data from external sources, produces symbols as electronic signals, and transmits the symbols to the Display Units(s). Control Panel (CP) is an optional component providing the means for manually selecting display symbology options/modes, selections, settings, brightness, etc. Display Unit (DU) providing the visual display of SG symbology.Head Up Displays are out of scope for this document. The minimum performance standards for Head Up Displays are provided in AS8055.NOTE: This document is expected to be used by the FAA as the basic requirement for a Technical Standard Order (TSO) for Multipurpose Electronic Displays. While not required, ARP1874 and ARP4067 give recommended means, but not the only means, of compliance to this standard for CRT based displays. In addition, while not required, ARP4256 gives recommended means, but not the only means, of compliance to this standard for Part 25 LCD displays. That document is subject to change to keep pace with experience and technical advances. A similar document for Part 23 aircraft does not exist at this time, however these documents may be used as the basis for electronic displays intended to be installed in Part 23, 27, and 29 aircraft, realizing that additional requirements may also apply. The original AS8034 document specified minimum performance standards for Electronic Displays which, at the time of publication, included only Cathode Ray Tube (CRT) displays. The AS8034A revision updated the minimum performance standards to include specific performance standards for Liquid Crystal Displays (LCD) not covered in the originally published document. The current revision, AS8034B, contains clarification on the scope of applicable types of electronic displays, updated references as well as specific updates to the general minimum performance standards for electronic displays identified in Section 3, specific performance standards for LCDs in Section 4.5, and some clarification to CRT specific minimum performance standards in Section 4.4. This document was developed by the SAE A-4 Electronic Display committee and supersedes AS8034 and AS8034A.
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Category : Aeronautics
Languages : en
Pages : 0
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Author: Aircraft SEAT Committee
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Languages : en
Pages : 0
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This SAE Aerospace Standard (AS) defines minimum performance standards, qualification requirements, and minimum documentation requirements for passenger and crew seats in civil rotorcraft, transport aircraft, and general aviation aircraft. The goal is to achieve comfort, durability, and occupant protection under normal operational loads and to define test and evaluation criteria to demonstrate occupant protection when a seat/occupant/restraint system is subjected to statically applied ultimate loads and to dynamic impact test conditions set forth in the applicable Federal Regulations 14 CFR 23, 25, 27, or 29.Guidance for test procedures, measurements, equipment, and interpretation of results is also presented to promote uniform techniques and to achieve acceptable data.While this document addresses system performance, responsibility for the seating system is divided between the seat supplier and the installation applicant. The seat supplier's responsibility consists of meeting all the seat system performance requirements and obtaining and supplying to the installation applicant all the data prescribed by this document. The installation applicant has the ultimate system responsibility in assuring that all requirements for safe seat installation have been met.
Author: RTCA (Firm). SC-159
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Category : Aids to navigation
Languages : en
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"This document contains the Minimum Aviation System Performance Standards (MASPS) for the Local Area Augmentation System (LAAS), a system developed to support precision approach and landing operations and other navigation and surveillance applications within a local area including and surrounding an airport. These standards should be useful to equipment designers, installers, manufacturers, service providers and users for systems intended for operational use within the United States."--P. 1.
