Avionics News July 2012 - 23

provide airspeed readings with a vertical “tape” indicating the speed recorded by the solid-state air-data sensors. That tape, to the left of the attitude indicator portion of the PFD, reflects the same philosophy as the two tapes on the opposite side of the AI depiction. The one closest to the AI reflects altitude, and the one to the right indicates vertical speed. They may also have windows that enlarge current readings, trend indicators or other enhancements. The bottom line is they take some getting used to for most pilots. Ditto for the full-screen AI, the integrated HSI/DG indication, and the turn indicator – complete with its slip/ skid ball (locations vary) and two-minute standard-rate turn pointer. Throw in the multiple colors for various navigation inputs to the HSI or DG read-out on the PFD and the myriad functions, screens and combinations for the MFD and you suddenly have a source for some serious haywire flying, busting through clearances or stumbling into restricted airspace while trying to sort out the display. If the PFD has a separate 3-D ADF or DG read-out, it may increase confusion. Link these boxes to work with the hazard sensors or navigation inputs and add autopilot functionality and learning to use the package can quickly morph into a scene of massive confusion on the flight deck. It does not have to be that way; actually, it should not be that way. Learning to use this new gear is a significant undertaking with many permutations of displays. Sadly, some people insist on making the transition on their own terms and out of touch with the reality of the distracted pilot in the cockpit that would certainly impact the flight. Thankfully, avionics makers provide numerous learning tools, simulator software and websites offering basic online instruction. Regardless of how they adapt, the

pilot should seriously weigh eschewing flying, alone or with passengers, until after learning to use the new hardware and software. Garmin, Avidyne, Aspen and Honeywell (Bendix/King) all offer various introductions, from Internetbased simulators to formal training at an institutional training organization. Starting with the user manual open, the aircraft plugged into ground power and the avionics master switch closed, the user can begin to learn the considerable ropes of these sophisticated systems. Some let you use facsimiles of their panels on home or notebook computers. Others offer integral simulators that allow you to plan a mock flight and “see” how the flight plays out on the display screens, including errors that

could have resulted in bent or broken metal. This brings us back to the drive behind many pilots’ desire for glass in their cockpits – increased reliability, redundancy and, by extension, enhanced safety. At the end of the flight, that’s the true measure of the tools in the cockpit, whether steam-gauge era antique instrumentation or the wonder of a modern glass stack. No one upgrades expecting worse performance, and this upgrade area actually brings expectations of the best. It starts and ends with the aircraft owner, pilot or operator and, if executed well, produces a happy client you’ll likely never lose, thanks to upgrade paths, software and firmware upgrades. q

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Avionics News July 2012

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