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AOPA Report: New Technology GA Aircraft Proportionately Safer
A new report from the AOPA Air Safety Foundation (ASF) indicates that TAA
(technologically advanced aircraft) have proportionately fewer accidents than
the overall GA (general aviation) fleet, but training on these types could be
improved.
The FAA considers an aircraft TAA when it is equipped with at least a moving-map display, an IFR-approved
GPS navigator and an autopilot. Nearly all new aircraft go far beyond the basic
definition, sporting enough electronic displays to qualify as "glass cockpit",
which ASF's working definition includes a PFD (primary flight display) and a MFD
(multi-function display), which can show such things as a moving map, terrain,
airspace, weather, traffic, on-board weather radar, engine instrumentation and
checklists.
Since 2004, more than 5,700 GA glass-cockpit aircraft have been delivered, and
more than 90 percent of new production aircraft are being delivered with "glass"
instrumentation. While there's no current reliable estimate of how many
existing aircraft have been retrofitted to become TAA, the report's authors
believe they are into the tens of thousands.
Between 2003 and 2006, glass-cockpit TAA accounted for 57, of the 3,783 total GA
accidents. Eighteen of the 792 total fatal accidents were in TAA. In other
words, while 2.8% of the GA fleet were TAA, they were involved in only 1.5% of
the accidents.
The report concludes that while TAA are generally safer, and their percentage of
takeoff/climb, fuel management, and maneuvering accidents are less, when
compared to the overall fleet, they have experienced increases in landing,
go-around and weather crashes.
Ironically, TAA pilots may make poorer decisions in some cases, such as weather,
than pilots of traditional aircraft, the report concludes, which is troubling
since these aircraft provide unprecedented access to weather information.
TAA Characteristics That Positively Affect Safety
The report sees the following TAA characteristics as having a positive effect on
safety:
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The integration of terrain and obstruction information into most new GPS
navigator units that is usually graphically displayed on an MFD with different
colors to indicate levels of elevation.
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The increasingly common use of TWAS (terrain awareness warning systems).
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The inclusion of airspace information in the databases of more GPS navigators,
which allow the pilot to superimpose graphic depictions of complex airspace such
as Class B on the MFD maps and view relevant altitude and communications
information. With datalink, TFRs (temporary flight restrictions) can be uplinked
and displayed as well.
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The ability to display symbols representing other transponder-equipped aircraft
on many TAA MFDs, which can increase a pilot's traffic situational awareness. Future developments are forthcoming that will enhance its function.
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The provision of flight directors on some new electronic PFDs, which allows the
pilot and fly the aircraft with much greater precision - especially during
challenging maneuvers such as low-visibility approaches.
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Datalinked weather graphics that can significantly increase weather-hazard
situational awareness and simplify in-flight decision-making. Likewise, the
availability of the latest textual METARs (meteorological aviation routine
weather reports), winds aloft, and other products, which makes it easier for
pilots to monitor weather.
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The integration of TAA avionics systems that allows displays to be switched in
the event of a failure, greatly reducing the possibility of losing the use of
critical instruments.
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The addition of FADEC (full authority digital engine control), which eliminates
the necessity to adjust propeller RPMs (revolutions per minute) and fuel
mixture. Other engine parameters, such as oil temperature and pressure, are also
constantly monitored to advise the pilot automatically of out-of-tolerance
conditions on MFDs.
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The growing number of parachute-equipped aircraft.
TAA Characteristics That Need Attention or Improvement
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The increased speed and unique handling characteristics of TAAs have caused
problems, such as pilot-induced oscillations, loss of directional control, and
inadvertent stalls, for inadequately trained and less experienced pilots during
takeoffs and landings.
-
The automation on these aircraft needs to be programmed, and this task can be as
complicated as basic flying, meaning it needs specific training and proficiency.
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The benefit of modern autopilots and how they should be used.
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An unwarranted over-reliance on TAA avionics and aircraft safety features.
Training needs to ensure that pilots understand the following, for example:
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The difference between datalinked convective weather images, which can
be five to
20 minutes old, and real-time onboard weather radar images. Both have
considerable safety value, but their current differences need to be understood
when maneuvering tactically.
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Terrain databases can be misused for "scud running" (flying beneath low cloud
ceilings at low altitudes), or attempting to operate visually in instrument
conditions or darkness.
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Inappropriate use of onboard traffic surveillance systems, without apparent
awareness that they don't detect aircraft without operating transponders.
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Training to use TAA's nontraditional avionics isn't as good as it could be. The
use of personal instruction products and online simulation are helping, as is
the development of relatively inexpensive simulators.
The full report
is available on AOPA's
Website. 08-07-2007. |
