More than just digital round instruments
Anyone who has flown for years with the traditional „six-pack“ will initially find themselves in an unfamiliar world in a modern glass cockpit.
The air speed indicator, artificial horizon, altimeter, variometer and heading indicator are still present, however. Yet they no longer appear as individual instruments, but are combined on a primary flight display.
Speed and altitude are typically displayed on vertical tapes, the artificial horizon takes up a large part of the display, and navigation information is integrated directly into the attitude indicator.
Added to this is data that previously either appeared on separate instruments or was not available at all: ground speed, true airspeed, wind, GPS track, terrain, traffic, flight plan, engine data, or alerts.
The cockpit will look less cluttered visually, but the amount of information will be greater.
A new way of scanning instruments
That is precisely one of the biggest challenges when switching.
Pilots flying with traditional instruments develop a fixed scan pattern over years. The gaze moves automatically between the airspeed indicator, horizon, altimeter and other displays.
On a glass cockpit, this information is located in completely different places. Speed and altitude run up and down as tapes, navigation information is displayed in the HSI, and additional symbols compete for attention.
The pilot must therefore learn not to want to „read“ the display completely.
Rather, what is crucial is to recognise quickly which information is important in the respective flight phase. Different data are of interest on final approach than in cruise flight, and different ones again during an engine failure.
A good EFIS training course therefore consists to a significant extent of information management.
What lies legally behind differences training
Within an existing class or type rating, significant differences between various variants may necessitate additional training.
This is based on FCL.710 of the European licensing regulations. A distinction is made between familiarisation, which involves acquiring additional knowledge, and differences training, which additionally requires practical instruction.
For SEP aircraft, such differences training can in principle be conducted by an appropriately qualified flight instructor.
The result is not a new licence and usually no additional practical test either. The differences training completed is recorded in the logbook or a corresponding certificate and signed by the flight instructor.
It is not practical to set a flat-rate number of hours for this. The crucial factor is that the pilot safely masters the systems and procedures required for the specific aircraft.
First understand the system architecture
Therefore, a good glass cockpit briefing does not begin with clicking through every single menu.
More important initially is to understand where the displayed information comes from.
Even a digital cockpit, for example, still requires pitot and static pressure. However, these values are no longer processed exclusively and directly by mechanical instruments, but rather by electronic air data sensors or an air data computer.
Attitude and heading are determined by an attitude and heading reference system, or AHRS for short. Electronic sensors largely replace the mechanical gyros of classical instruments.
Depending on the system, additional components such as magnetometers, GPS receivers or external navigation devices are added.
This knowledge becomes important at the latest when an error message appears.
Knowing which sensor provides which information makes it much easier to assess what is actually lost in the event of a failure and which displays remain trustworthy.
The Primary Flight Display as an information centre
On the Garmin G3X Touch, the essential flight information is combined on the Primary Flight Display.
In addition to attitude, speed, altitude, vertical speed and heading, navigation information can be displayed directly.
The display offers considerably more context than traditional standalone instruments. A pilot not only recognises that the aircraft is deviating from its course, for instance, but simultaneously sees the planned flight path, wind information and other relevant data.
Synthetic Vision is particularly impressive.
Based on a terrain database, the system then generates a three-dimensional representation of the surrounding area. Mountains, obstacles and airfields can be displayed even if they are not directly visible from the cockpit, for example at night or in poor visibility.
Synthetic Vision thereby significantly increases situational awareness. However, it neither replaces looking outside during VFR nor the prescribed instruments and procedures in IFR operations.
Moving map, terrain and traffic on a single display
In addition to the PFD, a modern glass cockpit can serve as a multifunction display.
A moving map shows the current position of the aircraft, the planned flight route, airspace and airfields. Depending on the installation, terrain, obstacle, weather and traffic information can also be displayed.
Traffic displays in particular are a good example of the opportunities and risks of modern avionics.
An electronically displayed aircraft can alert the pilot to potential conflicting traffic at an early stage. However, the display must not cause the pilot to look into the cockpit for minutes on end while missing actual traffic outside.
The system is intended to support the visual scan – not replace it.
Colours have a meaning
In modern cockpits, the colour scheme is also part of the system logic.
For example, Garmin consistently uses specific colours for specific types of information or system states.
Magenta is frequently encountered by the pilot in GPS-based navigation and the active flight path. Green indicates active functions or modes in many areas, while white often represents prepared or inactive states.
Knowing such conventions is crucial, especially when interacting with an autopilot.
For a modern cockpit doesn't just show where the aircraft is flying. It also shows which mode is currently causing this.
Autopilot requires special understanding
With systems such as the Garmin GFC 500, the level of automation in a typical SEP cockpit increases significantly.
Among other things, the autopilot can track heading, navigation, altitude and vertical profiles and, if appropriately equipped, fly instrument approaches.
Additional safety features can assist during unusual flight conditions. For example, a level mode can return the aircraft to a stable flight attitude.
Precisely these skills necessitate a thorough induction.
The crucial question isn't just: „How do I turn on the autopilot?“
The pilot must know at all times:
Which mode is active?
Which mode is preselected?
What will the aeroplane do next?
And how do I take back manual control immediately?
Anyone who cannot answer these questions does not reliably control the automation.
The most common error: The system surprises the pilot
In professional aviation, warnings against so-called automation surprises have been issued for a long time.
This refers to situations in which the aeroplane does something other than what the pilot expects.
The technology often functions completely correctly in the process. The pilot has simply not recognised which mode is active or which input the system has processed.
This effect can also occur in modern light aircraft.
Therefore, the consistent monitoring of mode annunciations is one of the most important new habits with the glass cockpit.
Touchscreens are convenient – but not always ideal
Touchscreens have considerably simplified the operation of modern avionics.
Airfields can be selected on the map, frequencies adopted or map sections panned with the fingers.
Under calm conditions, this works brilliantly.
However, in turbulence, a small screen area can be more difficult to hit. This is why many systems also feature physical rotary knobs and buttons.
A good pilot should master both control methods and know which inputs can be performed most reliably under high workload.
Connection with tablet and smartphone
Another difference compared to older cockpits is the connectivity.
Flight plans can be prepared on compatible mobile devices and then transferred wirelessly to the on-board avionics. Depending on the configuration, changes can also be synchronised.
This reduces the effort and, in particular, the risk of having to manually enter longer flight plans multiple times.
Nevertheless, a cross-check remains necessary.
Just because a route has been successfully transferred does not automatically mean that it also contains the desired route.
Before departure, it should therefore be checked whether waypoints, departure procedures, destination aerodrome and, if applicable, the arrival have actually been loaded correctly.
Failures must also be practised
Glass cockpit training should not only cover normal operations.
At least as important is the question of what happens if parts of the system fail.
What happens in the event of a PFD failure?
What information does the backup instrument provide?
What happens during an AHRS failure?
What are the impacts of the loss of GPS?
How do you recognise erroneous air data information?
Which autopilot functions remain available?
These contexts can be discussed brilliantly on the ground and partially simulated using training software.
The decisive advantage: if such a message actually appears later during the flight, the pilot does not first have to find out what it means.
Practising on the ground saves flight time
Modern avionics possess so many functions that it is neither sensible nor economical to get to know each of them for the first time during flight.
Manufacturers provide simulators, training programmes and extensive manuals. Many operating procedures can thus be practiced before the first flight.
These include, for example:
- Create and amend flight plan
- use direct-to
- Select frequencies
- Configure PFD and MFD
- Change map views
- Prepare autopilot modes
- Load and activate approach procedure
Anyone who has mastered these ground procedures can concentrate more on the actual flying during the flight.
Not every function has to be mastered immediately
A common mistake when switching is wanting to use every available feature as quickly as possible.
That is not necessary.
A gradual build-up makes more sense.
First of all, the elementary functions should be mastered: attitude, airspeed, altitude, navigation and engine monitoring.
Afterwards, moving map, flight planning, autopilot, traffic, synthetic vision and other convenience features can be added.
The aim is not to know all the menu pages by heart. The crucial thing is to be able to operate the functions necessary for a safe flight without a lengthy search.
Use the glass cockpit regularly
As with any flying skill, proficiency is lost if it is not used.
Therefore, regular flying is useful, especially right after the initial briefing.
Menu structures, symbols and operating sequences must first be committed to memory. After longer breaks, it can be helpful to practise for a few minutes with a simulator or directly in the cockpit on the ground before the next flight.
This is especially important for more complex functions such as instrument approaches or autopilot modes.
Conclusion
The switch from traditional analogue dials to a modern glass cockpit is far more than just a visual upgrade.
An EFIS changes the way information is received, processed and used. The pilot receives significantly more information and considerably more powerful tools. At the same time, new demands arise regarding system understanding, attention and automation management.
A good differences training course should therefore not just show which button triggers which function. The crucial factor is an understanding of the system architecture, the display logic, the autopilot modes and potential failures.
Master these fundamentals and regularly practise operating the system, and a glass cockpit becomes an extremely powerful tool. Modern avionics then ensure not only a tidier panel, but genuinely greater situational awareness, reduced workload and additional safety margins.
Source references:
Aviation magazine
