What does all of this mean?

TOO MUCH INFORMATION!

Too much information for the un-initiated

There is so much information on these displays that it is very easy to get confused and finding yourself in trouble. 

Easy to get behind the technology

Getting behind the technology - what does this mean?  Since there is so much information displayed to the pilot, it is very easy to get behind the information as it is updated and displayed to the pilot.  This means that the pilot may be making decisions based on old data which could lead to problems.

Easy to get distracted

All of the pretty colors and graphics are a real distraction.  The technology itself and the 'newness' of this technology could bring out the 'geek' in all of us.  Instead of looking outside the plane, staring at the technology could itself cause problems.

Easy to acquire ‘Glass Panel Syndrome’

This is the result of the previous topic - easy to get distracted.  by looking at the technology too often, staring at the GPS during flight and fixating on a single instrument (like the over-sized attitude indicator), the pilot can forget about all of the other information displayed to them. 

Easy to rely on just the GPS

Only a very small portion of an aircraft is based on the GPS receiver(s) installed.  The OBS's, DME's, ADF's and other navigation equipment installed in the aircraft are still required for certain types of approaches where the GPS can ONLY be used for GPS approaches.  The GPS can only be used for positional awareness during VOR, VOR/DME, NDB or ILS/LOC approaches and not as the primary navigation tool.  The GPS will even tell you that when you try and use it for a non-GPS approach.

What steam gauges are still required?

As can be seen in the picture here, there are three steam gauges that are required for most if not all glass-panel implementations:

- Airspeed Indicator

- Attitude Indicator

- Altimeter

- Magnetic Compass

These gauges work exactly as their counterparts work in non-glass panel implementations and allow the pilot to control the aircraft in all but the worst of flying conditions - even IMC.  However, can you fly IFR with only these gauges?

NO!

You could fly with these in an emergency, but to do an approach, you have absolutely no navigation aids that will allow you to even attempt an approach.  During a complete power failure, there will be no way for you to know where you are at any time during your flight.

So in this author's opinion, the backup gauges are good for flying the aircraft, but only under VMC (Visual Meteorological Conditions) conditions.

Glass Panel Configuration Flavors

The picture above shows the configuration of a Cessna 172SP with G1000.  Notice the backup steam gauges located under the G-1000 screens.  The position of these gauges are completely different from what all pilots are used to.

The Barron configuration to the right shows the backup steam gauges on the right of the G-1000 screens. 

This is a little more like the normal 6-pack configuration, but still alien to most pilots considering the angle of the instruments and the change or orientation when moving from glass to steam during a failure.

Seeing these two different configurations should bring one thing home to any conservatively minded pilot:  practice makes perfect.  Don't underestimate the differences between a conventional instrument aircraft and a glass panel aircraft.  Practice and stay proficient with all of the glass cockpit aircraft you plan on flying, or 'catch up' with an instructor before going on a trip when you haven't flown that particular glass cockpit for a while.

What could go wrong?

• An IFR student, in a Cessna G1000 equipped 172SP, past the final approach fix on a VOR approach at night, accidentally turned off the avionics master switch instead of turning on the landing lights
  • An immediate missed approach was required using only the compass and the steam altimeter.  It took a good 3 minutes for the aircraft's avionics to come back up in order to navigate effectively.
  • The malfunction was reported to the Tower/ATC

• An IFR student, with their IFR check-ride scheduled, was asked to fly with only the compass while hooded.  A complete electrical failure was simulated.
  • The check-ride was rescheduled

Remember, all glass-panel implementations are based on not only hardware but also software.  I have worked in the software industry since 1979 and I don't trust software.  I have never met a computer program that did not have something wrong with it, and they always tend to fail at the most inappropriate times.

What does this mean?  Assume that the system will fail.

What does this mean for my flying skills?

It's very easy to get complacent with a glass panel.  Easy to get spoiled with the technology and relying on it too much.

It's easy to lose VOR and NDB navigation skills.  Remember, VOR and NDB approaches can only be done with a VOR or ADF receiver and not with the GPS.  There is a reason for this.  I'm still not convinced that the GPS system won't just 'blue screen' fail at some point in the future.
 

It's easy to forget that technology and batteries fail.  There are backup power sources in glass-panel aircraft, but these won't assure that the pilot will do the correct thing after a failure.  If your alternator and/or main battery die, some of these glass panel implementations will continue for up to an hour.  If you are over the mountains when a failure like this occurs, and you have a minimum of 1 hour flight time before reaching flat land or an airport, what options do you have?

There is a solution.

• Assume a failure will occur.  Train accordingly

  • Practice VOR and NDB approaches

  • Practice these approaches without the PFD technology operating (pull out the AHRS circuit breaker in the case of a G1000 system)

  • Practice flying with just the compass and other backup 'steam' gauges

  • Train in a conventionally equipped aircraft regularly.  The steam gauge practice will keep you on top of your game.

  • Use a flight simulator to keep costs down and train for steam more often.  Microsoft Flight Simulator X includes both steam and glass panels in their simulator.  You can't log the time, but your proficiency will stay high.

  • Currency does NOT equal proficiency

• Redundancy - I do this in any plane, but in class panel equipped aircraft, I make it a point.

  • Carry a backup portable COMM/NAV radio

  • Carry extra batteries

  • Carry an extra GPS receiver 

  • Carry an extra 12-volt power supply.  I found a small 5 pound portable battery with cigarette lighter connection for only $60.00.  Will give both my backup GPS and radio power for hours.

In Conclusion

• Continue to think of the Glass Panel as a backup to your primary flight instruments

• Assume a failure will occur

• Don’t lose your basic steam gauge flying skills

• When you begin relying on technology, it will inevitably fail
   

Have fun and Fly Safe!

Note:  The Cessna 172SP and Barron screen captures came from Microsoft Flight Simulator X and are copyright Microsoft.

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