Document ID: chunk:federal_register_of_legislation:F2005L04061:body:0:p24
Version: federal_register_of_legislation:F2005L04061
Segment Type: other
Provision Reference: 
Character Range: 62867–65848

operating procedure or task;

(b) developing a clear and unambiguous display of system modes or sub-modes and navigational data with emphasis on enhanced situational awareness requirements for any automatic mode changes if provided;

(c) use of context sensitive help capability and error messages (eg invalid inputs or invalid data entry messages should provide a simple means to determine how to enter valid data);

(d) fault tolerant data entry methods rather than rigid rule based concepts;

(e) placing particular emphasis on the number of steps and minimizing the time required to accomplish flight plan modifications to accommodate ATS clearances, holding procedures, runway and instrument approach changes, missed approaches and diversions to alternate destinations;

(f) minimizing the number of nuisance alerts so the flight crew will recognise and react appropriately when required.

      4.3.3.14 Each display element that is used as a primary flight instrument in the guidance and control of the aircraft, for manoeuvre anticipation, or for failure or status or integrity annunciation must:

(a) be located where it is clearly visible to the pilot (in the pilot's primary field of view) with the least practicable deviation from the pilot's normal position and line of vision when looking forward along the flight path; and

(b) be readable under normal cockpit conditions and expected ambient light conditions; and

(c) under night lighting conditions — be compatible with other cockpit lighting; and

(d) be arranged to facilitate flight crew accessibility and usage; and

(e) if controls are normally adjusted in flight — be readily accessible with standardised labelling as to their function; and

(f) be designed to maximise operational suitability and minimise pilot workload; and

(g) if intended for use during flight — be designed to minimise errors; and

(h) if operated in all possible combinations and sequences — result in a condition whose presence or continuation would not be detrimental to the continued performance of the system; and

(i) be arranged to provide adequate protection against inadvertent system shutdown.

      4.3.3.15 For flight planning path selection, the navigation system must provide:

(a) the capability for the crew to create, review and activate a flight plan; and

(b) the capability for modification (eg deletion and addition of fixes and creation of along-track fixes), review and user acceptance of changes to the flight plans; and

(c) if the capability mentioned in paragraph (b) is exercised, that guidance outputs are not affected until modifications are activated; and

(d) activation of any flight plan modification that require positive action by the flight crew after input and verification by the flight crew.

      4.3.3.16 The navigation system must provide the capability for automatic sequencing of fixes.

      4.3.3.17 The navigation system must provide the capability to define a user-defined course to