The aviation industry has a long history of undergoing transformation with the invention of new technologies. Improvements in design and material usage are among the greatest notable advancements. Over the past few decades, the airline industry has seen improvement in the avionics systems and capabilities within the commercial fleet, replacing traditional round dial mechanical gauges with computerized advanced avionics. Starting around 2003, the general aviation community started to see the introduction of Technologically Advance Aircraft, or TAA. Technologically advanced aircraft are aircraft that are equipped with new-generation avionics that take full advantage of computing power and modern navigational aids to improve pilot situational awareness, system redundancy and dependence on equipment, and to improve in-cockpit information about traffic, weather, airspace and terrain. The introduction of the TAA’s new-generation avionics brings with it a new-generation of human factor concerns.
The SHELL module exposes the different challenges faced by the transitioning pilot. The transition from traditional round dial mechanical gauges to advanced computer avionics in Technologically Advanced Aircraft (TAA) can bring new challenges to the general aviation community.
The first module, livewire to software, focuses on the interaction of the pilot and the computer software and is one of the most challenging concepts for the pilot. The computer technology brings new symbology and new methods of delivery of vital information to the pilot’s ability to fly the aircraft. All the information from the traditional aircraft is available to the pilot in the TAA; however, the format of the information has changed. In addition, new information is available to the pilot. For example, up-to-date satellite weather information is now available in the TAA that was not available in the traditional aircraft. Additionally, the pilots will need to learn new procedures and checklists with the TAA. When conducting a preflight of a TAA compared to a traditional aircraft.
The next SHELL module concept is the livewire to hardware. The hardware is the most apparent change within the cockpit in TAA. One of the challenges for a pilot transitioning into TAA is the design and layout of the TAA cockpit. One of many new “glass cockpit” systems is Garmin’s G1000 avionics suite. The G1000 is a fully integrated flight management system (FMS) that integrates all communication, navigation, flight planning, engine, and systems monitoring into two seperate displays. With this new system comes the uniqueness of new input controls.
The next SHELL module is livewire to environment. This is the interaction of the pilot and the flying environment around the aircraft, as well as the environment in the aircraft. With the advanced avionics in the TAA brings abundance of new information that will give the pilot a greater situational awareness. Traffic Information System (TIS), Terrain Awareness (TA), and a weather avoidance system enhance situational awareness.
Another SHELL module component is livewire to livewire. This module focuses on the human interaction. In the case of TAA, the biggest interaction will be between the flight instructor and the student. The challenge will be finding instructors and flight schools that are knowledgeable and experienced on the new aircraft, although this will improve as more TAAs enter the fleet and more flight schools become equipped.
The final element within the SHELL module is the livewire; in this case, the pilot. Regardless of the changes with the introduction of TAA or the introduction of more advanced avionics, the pilot will be the center of all the integration. The key to the successful integration of TAA will be pilot training. The training method used for traditional aircraft will not be sufficient for TAA. A study by the FAA and members of aviation safety organizations concluded the traditional GA training system has inadequate methods, does not specifically include training to exploit the additional safety opportunities of new technologies or to operate within the limitations of these technologies, and does not include training on how to make accurate flight risk assessments and manage flight risk properly.
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