President's Perspective

There is both good and bad news about the techniques required to learn to fly. The good news is that the manipulation of controls needed to perform stalls, landings, takeoffs, and the like hasn't changed in more than 50 years. The bad news is that strict certification standards stifle innovation, so we don't see improvements as rapidly as they have been introduced in automobiles.

On the other hand, radical changes have occurred over the past decade in the avionics we use in general aviation aircraft. As a student or instructor you might not notice what's going on unless your flight school has recently invested in new airplanes. More often than not, aging trainers are lucky to have an operative communications/navigation radio and transponder.

However, today's aircraft owners have a host of products, many of which were introduced in the past five years, on their "wish lists." It actually started in the 1980s, when the affordable long-range navigation was brought to general aviation through the maritime-originated Loran-C system. The advent of the micro-processor allowed quick processing of low-frequency timing signals that allowed a loran receiver to calculate aircraft position. Once this was known, groundspeed, track, and all sorts of useful information could be determined. Add a database of airport and navaid identifiers and the position could be used to calculate time and distance to a waypoint. As we entered the 1990s, the military's global positioning system (GPS) satellites provided greater aircraft-position accuracy and reliability. GPS also allowed the introduction of handheld devices. How much easier to set a waypoint and fly the GPS course than to use VOR to VOR navigation with its line-of-sight limitations and to-from indicator awareness. But we are now at the cutting edge of even more exciting GPS technology with the introduction of a system that will provide error correction and position accuracy to within 20 feet compared to our current 300 feet. This new system will allow instrument approaches to be conducted by satellites alone; no ground-based navaids will be needed.

The computer revolution means that flat panel displays will also be introduced into GA cockpits at affordable prices. Think about the in-flight data and information-moving maps, textual and graphical weather, position of the aircraft with respect to other aircraft and navaids, etc. The possibilities are almost unlimited. Our standard communications radios will also change to allow more frequencies and the transfer of digital data for graphical displays. If you don't think we need more channels, listen to an airport unicom when you're flying on a sunny weekend day. Finally, the one box we pretty much take for granted, the transponder, will eventually be replaced by a device that doesn't require expensive ground-based radar to track your aircraft. With GPS providing your precise position, this transponder will transmit this position to ground stations for display. Just as important, it will send that information to other aircraft for display in the cockpit.

The change is under way, will take time, and needs to be managed. Airlines have deeper pockets to buy new devices, but in many cases they share our GA concerns about identifying long-term solutions. AOPA technical staff works diligently on the systems of the future, attending a multitude of meetings to set standards, identify needs, and work with air traffic changes. Our staff also works to ensure that, during the transition to new equipment, general aviation aircraft using today's avionics will not be barred from airports or airspace we now use.

Whatever level pilot you are, it is incumbent on you to pay attention to the avionics in the aircraft you fly. When the flight school gets a new trainer, will you be comfortable with the radios, GPS, or autopilot? Do you understand the differences between systems such as VOR and GPS navigation? Unfortunately, our FAA training standards are not keeping up with technology, placing the burden on you to learn how to take advantage of today's modern panel and get ready for tomorrow. When you rent an airplane, the problem is compounded, since different manufacturers treat the same function in their own, unique way. You may know how to operate the boxes in one airplane perfectly, but transitioning to another requires a new set of avionics skills. Check out the manufacturer's Web site, sales brochures, and manuals before you fly with a strange panel.

The next decade will be an exciting one for general aviation avionics. AOPA is working hard to ensure that the transition is smooth and affordable. Pilots at all levels must make the effort to ensure that their personal transition to a more computer-like cockpit is with proper training and full understanding of what a black box can and cannot do.