Safety Spotlight: A sign of things to come?
‘Risk-based, safety benefit’ certification standards
Pilots lament the glacial pace of progress when it comes to installing affordable modern technology and equipment into the cockpits of their aircraft. When one thinks about other, nonaviation technologies that make our lives easier, Moore’s law is in full effect—about every two years the capability of technology doubles. This is certainly the case with computers, smartphones, and innovation in other forms of transportation. But innovation and new technologies are very slow to find their way into GA aircraft. Why? For the most part, it’s the time and expense required by a manufacturer to produce an FAA-certified product approved for installation into a type-certificated aircraft and the resulting cost of that product, which ultimately gets passed on to the consumer. These factors make the investment decision difficult for manufacturers and pilots alike.
One bright spot in the evolution of safety-enhancing technology is the angle of attack (AOA) indicator. For the first time since the Part 23 certification standards were written, at least for AOA, there’s a new, streamlined process in place. The FAA recognized the safety benefits associated with having AOA information and under 14 CFR 21.8(d) adjusted the traditional certification process, making it possible for pilots to install this safety-enhancing equipment as a minor modification requiring only the signature of an airframe and powerplant mechanic. Hooray!
But as Paul Harvey used to say, “And now the rest of the story.” There is a larger movement at work here and it’s a positive sign for GA and safety.
The AOA “story” is hopefully just the first step by the FAA in recognizing that certification standards should be informed by a “risk-based, safety benefit” criteria and evolve away from the current certification standards that are dated, cumbersome, and drive costs into the process. This is important for several reasons. First, making it easier for manufacturers to give pilots new and proven products that will help lower costs—something we all can agree is a good thing. Next, the average age of the GA fleet is more than 40 years old. We have tens of thousands of aircraft flying around with state-of-the-art avionics from the 1970s, which is another way to say horribly outdated and unreliable. For safety reasons alone, we must update older aircraft with modern technologies.
Bringing modern safety-enhancing equipment into cockpits should not be difficult and clearly Experimentals have shown the way. These aircraft are not bound by legacy certification rules and type certificates and owners can pretty much install anything they want. Stroll down the flight line at EAA AirVenture or Sun ’n Fun and you’ll see safe, capable aircraft with the latest high-tech, low-cost cockpit and engine technologies installed. Now, imagine a 1970s vintage, single-engine aircraft and think about the reliability of magnetos, vacuum pumps, instruments, and gyros that actually have things spinning in them. Good grief, Charlie Brown! The mean time between failures of all these elderly systems working in concert has got to be about every other flight—and by modern standards, that isn’t as safe as it should be. The costs to update that legacy aircraft with a modern, certified glass panel, autopilot, and nav/com would quickly add up to two to three times what the airplane is worth. No wonder innovation is stagnant! Compare and contrast this example with the latest low-cost glass panel, digital autopilot, and envelope protection software that can be installed in an Experimental aircraft, and the case becomes very clear. The FAA’s legacy regulations and processes have simply not kept pace with technology nor supported safety improvements for tens of thousands of legacy aircraft.
If we want to continue to make improvements to safety in general aviation, moving towards a risk-based standard is a must. AOPA is working hard to make the case for safety and reduce the roadblocks that currently prevent the installation of new equipment onto the existing fleet of aircraft. This is one of the primary ways we will modernize the fleet, maintain its viability, and improve safety going forward.
Moore’s law applies in all other facets of life; it should apply to GA also. One day soon hopefully all GA pilots will have low-cost options to update older aircraft with proven safety enhancing technologies such as glass panels, synthetic vision, terrain warning systems, and digital autopilots with envelope protection. One thing is clear—the current rules that govern what can and can’t be installed in legacy aircraft are broken and need to change. This is one of AOPA’s top priorities and, for safety’s sake, the sooner the better.
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George Perry is the acting president of the AOPA Foundation and is senior vice president of the AOPA Air Safety Institute.
