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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>Investigation of the Application of CPDLC to Aerodrome Air Traffic Control Procedures</title>
      <link>https://trid.trb.org/View/2470743</link>
      <description><![CDATA[This paper analyzes the application of Controller Pilot Data Link Communication (CPDLC) technology to different air traffic control sectors. It also presents the analysis of the performed research and tests. A CPDLC program is being developed that is adapted for aerodrome flight control. The program takes into ac-count the advantages and disadvantages of other software, as well as the recommendations of other authors. The program is developed using JAVASCRIPT and HTML programming languages. The tests of the developed CPDLC program are performed in the Expert NITA flight control simulator. The CAPAN method is used for data analysis. Analysis of changes in workload, language errors, and time saved using different communication methods during simulations is also performed.]]></description>
      <pubDate>Mon, 30 Dec 2024 11:16:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2470743</guid>
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      <title>Flight Crew and Air Traffic Controller Interactions When Conducting Interval Management Utilizing Voice and Controller Pilot Data Link Communications</title>
      <link>https://trid.trb.org/View/2087569</link>
      <description><![CDATA[MITRE conducted this human-in-the-loop research project on Interval Management (IM) Controller Pilot Data Link Communications (CPDLC) to investigate the integration of two advanced Next Generation Air Transportation System (NextGen) capabilities across both the air and ground domains to uncover any complications that could arise from two key capabilities that were developed separately. The simulation study included three levels of IM clearance complexity and looked at aircraft equipped only with voice communication capability and those with both voice and CPDLC. An en route air traffic environment was simulated with 50 percent of aircraft equipped with the IM capability. Results: Most pilots and controllers in the experiment deemed the IM and CPDLC to be compatible, although the controllers seemed to have more difficulty with mixed IM equipped aircraft than with mixed CPDLC equipped aircraft. Concerns were noted for use of IM with voice communications, since the data entry requirement for the flight crew was increased when CPDLC autoload into the flight management system (FMS) was unavailable. Not surprisingly, this was particularly the case with the most complex IM clearances. Application: The results are intended to be used by the Federal Aviation Administration (FAA) as well as the European Organisation for Civil Aviation Equipment (EUROCAE) and RTCA when developing the technical standards for the interface between the IM and CPDLC equipment. FAA Aviation Safety (AVS) sponsors who develop the regulatory and guidance material for CPDLC and Automatic Dependent Surveillance-Broadcast (ADS-B) are expected to use the results in the development of Advisory Circulars (ACs) and Technical Standard Orders (TSOs) based on the international standards material. Recommendations for consideration by these groups are provided in the Conclusions and Recommendations section of the report.]]></description>
      <pubDate>Wed, 28 Dec 2022 16:12:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2087569</guid>
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      <title>DataComm – Display Alternatives for the Flight Deck: Overview and Human Factors Recommendations Volume 2: Experiment Details</title>
      <link>https://trid.trb.org/View/1978154</link>
      <description><![CDATA[As DataComm is a key enabling technology that significantly affects human performance, human factors experts have anticipated potential implementation challenges (Cardosi, Lennertz and Donahoe, 2010). One significant issue is that DataComm equipment may not be integrated with flight management systems (FMS). The crew will be required to read the DataComm messages, interpret them, make decisions with respect to the flight, and then make the appropriate FMS input. There will be challenges for the flight crew even when DataComm and FMS flight deck systems are fully integrated. Current aircraft systems that have incorporated datalink to some extent have utilized text to provide clearances or messages from air traffic control (ATC) to the pilot. Presenting spatial information to pilots via text only requires pilots to perform a mental transformation that can not only slow down the understanding of the messages, but also lead to interpretation errors. Thus, this research addressing presentation methods of ATC information received on the flight deck via DataComm is high priority. Volume 1 includes findings and recommendations for the flight deck user interface. Volume 2 describes the results of the studies and details the methods, results and discussion of each study. Experiment I investigated pilot performance using text uplink messages (UMs) concatenated into clearances versus a hybrid of graphics and text when evaluating ATC clearances. The results indicated that overall as the number of elements in a clearance increased the time required to interpret the clearance increased and errors increased. Hybrid conditions with graphics and text improved performance when there were 3 or more elements in a clearance. The results also indicated improvements in the number of correct responses when graphics are included. Experiments II and III evaluated pilot performance for responding to clearances and creation of downlink messages (DMs) to ATC using two interfaces. Pilots were able to create requests more quickly and with greater accuracy when using the graphic-based drag and drop interface that automatically updated the text DM.]]></description>
      <pubDate>Tue, 21 Jun 2022 16:16:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1978154</guid>
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    <item>
      <title>DataComm – Display Alternatives for the Flight Deck: Overview and Human Factors Recommendations Volume 1</title>
      <link>https://trid.trb.org/View/1978085</link>
      <description><![CDATA[As DataComm is a key enabling technology that significantly affects human performance, human factors experts have anticipated potential implementation challenges (Cardosi, Lennertz and Donahoe, 2010). One significant issue is that DataComm equipment may not be integrated with flight management systems (FMS). The crew will be required to read the DataComm messages, interpret them, make decisions with respect to the flight, and then make the appropriate FMS input. There will be challenges for the flight crew even when DataComm and FMS flight deck systems are fully integrated. For example, in Trajectory Based Operations (TBO), textual clearance displays that provide complex 4D trajectory information may be difficult for pilots to interpret in a timely and efficient manner without error. Current aircraft systems that have incorporated datalink to some extent have utilized text to provide clearances or messages from air traffic control (ATC) to the pilot. Presenting spatial information to pilots via text only requires pilots to perform a mental transformation that can not only slow down the understanding of the messages, but also lead to interpretation errors. Thus, this research addressing presentation methods of ATC information received on the flight deck via DataComm is high priority. The development of human factors recommendations to support human factors specialists in the FAA Aircraft Certification Service and Flight Standards Services is one of the major contributions of this research (Appendix 1). After a review of the existing literature on the subject, a series of human-in-the-loop (HITL) experiments were conducted to evaluate pilot performance using text clearances and hybrid graphic and text clearances for uplink messages (UMs) to the flight deck and downlink messages (DMs) to ATC. The results of the studies conducted are provided in Volume 2 of this final report. That volume provides the details of the methods, results and discussion of each study.]]></description>
      <pubDate>Tue, 21 Jun 2022 16:16:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1978085</guid>
    </item>
    <item>
      <title>CPDLC Procedures: Recommendations for General System Performance Requirements, Design of Standard Operating Procedures and Operating Limitations for CPDLC</title>
      <link>https://trid.trb.org/View/1978014</link>
      <description><![CDATA[Honeywell explored the limitations and capabilities of the Controller/Pilot Data Link Communications (CPDLC) interface with aircraft navigation and guidance systems. This report contains sections describing a literature review, an engineering analysis methods and results, and recommendations. The literature review covers an overview of differences in human-machine interface (HMI) among the platform types, LOADABLE ATC clearances, equipage levels among new generation and legacy Boeings, data entry checking features, and a section on new technology that may impact CPDLC in the future. The engineering analysis sections describe the analysis methodology and the results of observed capabilities and limitations for each Boeing platform based on the simulator analysis. The recommendations section includes recommendations for CPDLC crew procedures, compliance with CPDLC procedures, system design, and future research. Both manual and autoloading CPDLC functions were evaluated in a real-time nominal ‘flight.’ A variety of air traffic control (ATC) uplink message (UM) elements were selected based on clearance auto-loading into the flight management system (FMS), message complexity and category. Message categories included concatenated, conditional and route modification, speed, altitude, and time (Required Time of Arrival (RTA)) messages. The analysis used several platforms, including first generation FMS and glass cockpit aircraft and newer generation aircraft with graphical user interface (GUI) displays and cursor controls. Aircraft used in the study included the Boeing 787, Boeing 777, Boeing 744, and the Boeing-733. An important consideration was to understand the proper task sequences in retrieving and responding to each ATC uplink message so that error-free and compatible procedures could be developed. Once an ATC uplink was sent to the on-board CPDLC system, it was necessary to understand all the crew tasks required to retrieve the message, evaluate the clearance, and configure the automation to execute the clearance. Only ATC uplink clearances were evaluated.]]></description>
      <pubDate>Tue, 21 Jun 2022 16:16:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1978014</guid>
    </item>
    <item>
      <title>Human Factors Experiments for Data Link: Interim Report No. 2</title>
      <link>https://trid.trb.org/View/1919956</link>
      <description><![CDATA[Two experiments involving the coding of Air Traffic Control messages for Digital Data Link transmission are reported. Reaction times and error rates to slide presentations were recorded for both experiments as a means for assessing the relative meaningfulness of messages. Experiment I studied the differences between long and short abbreviations with or without spaces. The need for the use of spaces was demonstrated. The experiment also indicated that with proper spacing, short and somewhat cryptic abbreviations were as useful as the longer and seemingly more meaningful abbreviations, even with only brief training of the experimental subjects. Experiment II provided a procedural variation using the same stimulus material as that reported in Section III of Report FAA-RD-72-150, with generally comparable results. It was determined that for short ATC messages differences in type font were not significant, that arrows were generally better than words for altitude and heading commands, that a format of three short lines was better than one extended line, and that "L" and "R" as heading commands in messages such as "HDGL23O" were extremely difficult to comprehend.]]></description>
      <pubDate>Mon, 21 Mar 2022 17:50:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1919956</guid>
    </item>
    <item>
      <title>Initial Requirements Document for Controller Pilot Data Link Communications (CPDLC) Service</title>
      <link>https://trid.trb.org/View/1702412</link>
      <description><![CDATA[As stated in the Mission Need Statement (MNS) 042 for the Aeronautical Data Link System (ADLS) dated April 23, 1991, the Federal Aviation Administration (FAA) has established an operational plan for the Air Traffic Management (ATM) system of the twenty-first century. In order to realize the Communications, Navigation, and Surveillance/Air Traffic Management (CNS/ATM) system, the National Airspace System (NAS) will rely increasingly on advanced capabilities provided by ground and airborne automation systems. This document focuses on data communications service requirements for the Controller Pilot Data Link Communications (CPDLC) portion of the Operational Requirements for the ADLS document dated January 3, 1995. The initial implementation of CPDLC includes en route and terminal air traffic operations, with the tower operations considered for later transition. The goal of the CPDLC project is to provide a means of data communications in ATC operations which will be a supplement to air/ground voice communications.]]></description>
      <pubDate>Sat, 09 May 2020 15:39:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1702412</guid>
    </item>
    <item>
      <title>Flight Deck Human Factors Issues in Vertical and Lateral Deviations During North Atlantic Flight Operations</title>
      <link>https://trid.trb.org/View/1658645</link>
      <description><![CDATA[This paper describes analyses of vertical and lateral deviations in the North Atlantic (NAT) Region. The authors focus on events attributed to unintentional pilot error. The authors studied NAT deviations since this region already uses some of the capabilities envisioned under Trajectory Based Operations (TBO),   such as Controller-Pilot Datalink Communications (CPDLC) and half-degree waypoint coordinates  for  latitude and/or longitude.  Half-degree waypoints could be used for dynamic routes under TBO; CPDLC may be used to communicate this information. This  analysis  of  vertical  deviations  focused  on  conditional clearances,  which  require  pilots  to  begin  and/or end altitude changes upon specific  conditions (either  in  time  or  position).  CPDLC messages that restrict both when an altitude change can begin  and  by  when  it  must  be  completed are especially prone to error.  The authors analyzed  brief  descriptions  of  events  from  the  NAT  from 2017, and from the New York Oceanic Control  Area  from 2014-2018. The analysis finds that similar errors are still occurring, particularly in New York West Atlantic Route Systems (WATRS)  airspace.  Although controllers are issuing  fewer  such conditional clearances, when they are issued, they are still resulting in vertical deviations.  The analysis of lateral deviations focused on the use of half-degree waypoints without published names,  and the authors also studied deviations in general.  Unnamed half-degree waypoints can have  ambiguous  labels on flight deck displays, which might cause flightcrew errors. The authors examined 169 lateral deviations from 2017 and 68 events from 2018 to assess the magnitude of the issue and potential mitigations. The authors identified just six  deviations with evidence of flightcrew  issues related to waypoint display  labels, three  Gross Navigation Errors (GNEs), which  are  deviations  greater than 10 NM, and three deviations under 10 NM. Together,  these analyses validate the effective flightcrew strategies identified in guidance  documents for NAT and global operations published by the International Civil Aviation Organization (ICAO).  The authors offer additional human  factors recommendations to mitigate risk, such as design  changes for flight deck systems. The authors also discuss potential considerations related to TBO.]]></description>
      <pubDate>Mon, 28 Oct 2019 10:26:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1658645</guid>
    </item>
    <item>
      <title>Human Factors Experiments for Data Link: Interim Report No. 4</title>
      <link>https://trid.trb.org/View/1600887</link>
      <description><![CDATA[Eight two-man crews of FAA/NAFEC Test Pilots made four runs each in a GAT-2 simulator to evaluate four displays presenting short-message air traffic control (ATC) commands and advisories. The counterbalanced experimental design was later replicated with eight crews of airline and ALPA pilots; and a single crew of AOPA pilots provided further data. Response-time measurements were taken with each display. This information was supplemented by a questionnaire administered to each crew member at the completion of his experimental runs. The use of a display limited to seven characters, or another employing a NIMO CRT was ruled out from further evaluation. Pilot opinion was generally favorable to the use of a display presenting three lines of seven LED characters each, and a linear display of 32 plasma characters.]]></description>
      <pubDate>Tue, 30 Apr 2019 21:09:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1600887</guid>
    </item>
    <item>
      <title>Controller Evaluation of Initial Data Link: Terminal Air Traffic Control Services</title>
      <link>https://trid.trb.org/View/1579305</link>
      <description><![CDATA[This document details the results the first Federal Aviation Administration Technical Center investigation of the initial terminal air traffic control services developed for transmission using Data Link technology. Initial Data Link services were evaluated in order to identify service delivery methods which optimize controller acceptance, performance, and workload.]]></description>
      <pubDate>Wed, 06 Feb 2019 16:16:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1579305</guid>
    </item>
    <item>
      <title>Flight Crew Support for Automated Negotiation of Descent and Arrival Clearances</title>
      <link>https://trid.trb.org/View/1549603</link>
      <description><![CDATA[This paper focuses on the application of data link for communication between air traffic management and flight management system (FMS)-equipped aircraft. Based on requirements and guidelines for data link usage, a general philosophy for automated data exchange and the distribution of tasks between the human operators and the automation is presented. Many different areas are affected by the introduction of data link, including the role of the flight crew and the controllers as well as procedures and training requirements. In particular, the design of a flight crew interface providing for the necessary flight crew support is a crucial factor for data link efficiency. This paper introduces a concept addressing these areas and concludes with an outlook to upcoming experiments at the National Aeronautics and Space Administration's (NASA's) research facilities that are aimed at validating the proposed concept. Ultimately, safety and cost-effectiveness of the air transport system should be significantly improved by exploiting the capabilities of automation tools like CTAS on the ground and the FMS in the aircraft through the utilization of digital data connections.]]></description>
      <pubDate>Tue, 16 Oct 2018 15:26:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1549603</guid>
    </item>
    <item>
      <title>Flight Simulator Evaluation of Baseline Crew Performance With Three Data Link Interfaces</title>
      <link>https://trid.trb.org/View/1542344</link>
      <description><![CDATA[This study was conducted the National Laboratory for Research of the Netherlands under cooperative sponsorship by the Federal Aviation Administration (FAA), and the Ministry of Transport of the Netherlands. The purpose of the study was the evaluation and measure of fundamental level of effort associated with the use of Data Link as a communications medium. Three Data Link interface designs were evaluated which combined effects of location, operability, size, and level of integration with the cockpit. The scenario was an oceanic flight of 2 hours duration, from a point over the North Atlantic, across the British Isles to a landing at Sciphol Airport, Amersterdam. Experimental conditions included routine flight and diversions in the flight due to oceanic storms and turbulence, enroute traffic conflicts, and airport runway closings. Data measures included subjective assessments of display usefulness, workload, and overall acceptability of Data Link compared to voice and objective measures of level of effort, and errors. Overall, Data Link was rated acceptable in certain flight regimes, and unacceptable in others. Where excessive key entries were required, the Data Link function was rated lower than voice, and where automation alleviated the need for excessive keying, Data Link was rated about the same as voice.]]></description>
      <pubDate>Fri, 28 Sep 2018 09:40:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1542344</guid>
    </item>
    <item>
      <title>Analysis of Controller-Pilot Voice Communications from Kansas City Air Route Traffic Control Center</title>
      <link>https://trid.trb.org/View/1477654</link>
      <description><![CDATA[The implementation of Controller Pilot Datalink Communications (CPDLC) in domestic en route airspace is a key enabling technology in the Next Generation Air Transportation System. The Federal Aviation Administration plans to implement en route CPDLC in 2019 in Kansas City Air Route Traffic Control Center (ZKC). Here, the authors examined routine controller-pilot communication in ZKC airspace to provide insights into anticipated benefits of CPDLC implementation and to inform a baseline of communication measures to be used for a post-implementation comparison. While the realized benefits will depend on the level of equipage and actual implementation, these findings highlight some of the anticipated benefits of CPDLC implementation. The analysis showed that frequency changes due to transfer of communications were the largest category of pilot and controller transmissions and the majority of readback errors. The second most common controller instruction was an altitude change. Both of these can be conveyed via CPDLC in the initial en route implementation. Using CPDLC for the most common transmissions will reduce frequency congestion, allowing more time for users to access the frequency and reducing the probability of step-ons and blocked transmissions.]]></description>
      <pubDate>Tue, 29 Aug 2017 10:09:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1477654</guid>
    </item>
    <item>
      <title>Flight Deck Human Factors Issues for National Airspace System (NAS) En Route Controller Pilot Data Link Communications (CPDLC)</title>
      <link>https://trid.trb.org/View/1469355</link>
      <description><![CDATA[Fundamental differences exist between transmissions of Air Traffic Control clearances over voice and those transmitted via Controller Pilot Data Link Communications (CPDLC). This paper provides flight deck human factors issues that apply to processing CPDLC messages in the en route environment. To ensure a common understanding of all clearances, it is recommended that both crewmembers silently and individually read each clearance and confer before maneuvering the aircraft. Airlines will need to add or revise their current CPDLC training and materials to include the use of CPDLC in domestic en route airspace.]]></description>
      <pubDate>Tue, 20 Jun 2017 13:44:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1469355</guid>
    </item>
    <item>
      <title>Analysis of Reportable Events in Kansas City Air Route Traffic Control Center</title>
      <link>https://trid.trb.org/View/1458081</link>
      <description><![CDATA[The implementation of Controller‐Pilot Datalink Communications (CPDLC) in domestic en route airspace will change the controllers’ and pilots’ tasks, which will, in turn change the types of observed errors. This study characterizes the current (pre‐implementation) pilot and controller errors at the expected initial implementation site for CPDLC. The analysis included 1,761 mandatory occurrence reports (MOR); 670 reports related to pilot/controller error—nearly 70% of these related to loss of communication. The majority (20%) of reports that included information on how the event was discovered involved an aircraft that was transferred into a sector without radio communications. Loss of communication events tended to be more frequent for General Aviation than for Commercial aircraft. Of the reports that cited a potential cause for the loss of communication, the most common cause was mechanical issues, followed by the failure of the controller to issue the frequency change or the issuing of the wrong frequency. Forty‐three Pilot Deviation occurrences were examined—the majority of these included a loss of communication event. Many of the identified factors could be mitigated by CPDLC. These results contribute to a baseline of communication performance, prior to the implementation of CPDLC, and can be compared to a future analysis of post‐implementation performance.]]></description>
      <pubDate>Mon, 10 Apr 2017 13:07:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1458081</guid>
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