The Glass Revolution
By Owen Zupp
The era of digital avionics and glass cockpits is undoubtedly upon us. From Boeings to Beechcraft, the traditional dials are making way for dominant screens presenting a wealth of data with a tremendous visual impact. But are we mere mortals keeping pace as well?
The Decision.
The decision for an aircraft or fleet owner to move into the era of glass cockpits is, in the first instance, a practical one. The costs must be weighed against the benefits and the budget balanced against the available hardware. For pilots without a direct financial interest, the upgrade of equipment and new gadgetry is almost unanimously welcomed.
Before taking the plunge, it is worthwhile assessing the aircraft to which the new equipment will be fitted. Whether the new flight panel is to supplement the VFR operation of a private aircraft or form the information hub for an IFR workhorse may well determine the style and cost of instrumentation that is needed. Also, is the airframe or engine on their ‘last gasp’ and would a new flight panel be a classic case of over-capitalisation? Perhaps the desire for a new cockpit is actually a catalyst for a fleet renewal or upgrade. In this case, the ever expanding range of low time aircraft with factory fitted EFIS may be an option.
However, if breathing new life into an existing aircraft is the more viable scenario, then those glass units suited to retrofitting should be sought out. The Aspen ‘Revolution’ range is specifically designed to be slotted into the circular voids vacated by the traditional dials, while Bendix-King’s ‘Apex Edge’ series have dimensions that comfortably fill the space normally consumed by a standard panel.
The purchase price of these units are significantly less than some of their larger more fancied competitors, but even so, labour costs must be factored in. Retrofits in these relatively early days can be labour intensive and not without hiccups. It is well worth researching an avionics specialist who has experience with the type of equipment you are seeking to fit. Their experience will reduce the man hours involved and they have probably seen any potential issues previously.
Ultimately, EFIS will become the dominant format in cockpits of all levels. As the numbers in glass grow and those aircraft with clocks and dials shrink, the balance of costs will reverse to the point where ongoing maintenance of traditional instruments will far outweigh the costs involved with the ‘new generation’. The point at budgetary requirements and operational tasking dictate the change-over to a glass cockpit will rest with the individual owner and operator.
A Brave New World.
The rapid emergence of glass cockpits at all levels of aviation is partly about technology and partly about philosophy. Humans have a tremendous capacity to advance technology, sometimes without considering why and frequently before implementation is adequately planned. The modernisation of cockpits can be seen as such a case.
The rapid emergence of glass cockpits at all levels of aviation is partly about technology and partly about philosophy. Humans have a tremendous capacity to advance technology, sometimes without considering why and frequently before implementation is adequately planned. The modernisation of cockpits can be seen as such a case.
A core philosophical argument that commonly arises relates to the training of students on glass from their very first lesson and whether they are losing their ability to truly fly the aeroplane. There is little doubt that when placed in a pilot’s seat and confronted by general aviation’s equivalent to a big-screen TV, the effect can be distracting, if not absolutely hypnotic. Beyond basic flight information, there is a world of moving maps, traffic awareness symbology and synthetic vision technology; all presented in impressive full colour format!
In a skill set that has traditionally called for ‘eyes outside’, an appreciation of the real horizon and phrases like ‘seat of the pants’, the new technology doesn’t quite gel. It is offering far more data, but is it dragging the attention away from the real world and losing critical information in the background hash of ‘bells and whistles’? The short answer is yes and no.
The wealth of information becoming available through the new systems can only serve to enhance the overall situational awareness of the crew and this is a very good thing. The shortfalls lay more in the interface with the human operator. Varying formats and switching, small displays and low background lighting are all issues that surface from time to time and model to model. The ‘standard six’ have made up traditional instrument panels for decades and cockpit cycles, instrument scans and checklists have all been based on this format. Now, in a period of rapid development, pilots are being asked to modify the previous skill set that has been ingrained from lesson number one. It is not merely a training exercise, it is a cultural shift.
It can be successfully achieved however, as evidenced by the implementation of glass and Airbus philosophies at airline level and the Metric system in everyday life. The generation caught in between will always have the greatest challenge, whilst the new minds will adjust their personal base line to the new standard and run with the technology. Whether this new “base line” compromises fundamental pilot skills is a moot point in some regards as the change will happen regardless of any protestations. What needs to occur is a training philosophy that seeks achieve the correct balance of basic flying skill retention while managing all of the resources that are now available.......
Check back soon for the conclusion to "A Glass Revolution."