As pilots, we try not to draw too many parallels between driving a car and flying an airplane, because they donât have much in common aside from moving your body quickly through space. One place this really rings true sits in front of you when you get into the cockpit: the instrument panel. Itâs the stretch of landscape above the flight controlsâif you have a yoke or center stickâand the throttle quadrant in most training aircraft. The panel itself is typically crafted from aluminum or other metal, with plastic or vinyl molded fairings.
Though you may see a big glass screen in front of the pilotâs seat not unlike the one in your car, its functionality goes far beyond using a touchscreen to call up a radio stationâwhat pilots call âtuning in a frequencyââor enter an address on the map. You will need to spend time on the ground learning the ins and outs of the instruments, gauges and devices you find in the panel because you canât pull over by the side of the road to solve the problems of âWhatâs it doing?â or âHow do IâŚ?â
First off, that screenâif you have oneâis part of a group of devices known as âavionics.â This term generally includes navigators (such as a GPS) as well as communication and navigation radios, intercoms, autopilots, weather-data displays, and engine-monitoring equipment.
And you may not have a screen at all, just a host of gauges grouped in what first appears to be a random fashion. Training aircraft come from a wide range of vintagesâfrom traditional trainers such as Cessna 152s and Piper Cherokees to modern mounts such as the Diamond DA40 or Cirrus SR20. There are also new and old versions of the most popular training aircraft in the US, the Cessna 172 and the Piper PA-28 Warrior and Archer.
So, what you get up front in the panel can vary by quite a bit. Letâs walk through each of the categories of avionics to give you an orientation.
The Flight Instruments
In general, if you are flying an aircraft built before 2005 and it hasnât been updated, you will see a collection of roughly six gauges (affectionately known as âthe six-packâ) on the panel, and they will give you information on airspeed, altitude, attitude, vertical speed, heading and coordination. If you see a glass screen in the central position in front of the pilot, thatâs a primary flight display, and it hosts the same information thatâs presented in the six-pack but in a slightly different format. Your instructor will go into the details here, but this is where you will spend most of your time looking when you have your eyes inside the cockpit.
Navigating
While the flight instruments give you the airplaneâs position in space, the navigation equipment in the panel tells you where you are and how to get to where you want to go. Most, if not all, modern aircraft have some form of GPS navigator, whether it is integrated into a flight deck (such as with the Garmin G1000, G3X or G500/600) or stands alone (such as the Garmin GNS 430/530 or GTN 650/750, the Avidyne IFD550/540/510, or the BendixKing AeroNav GPS or KLN 94). You may also find VOR-based navigators, ADF receivers, and (though theyâre quickly becoming museum pieces) loran and area-navigation units.
Youâll learn how to navigate at first by looking out the window and identifying landmarks on the ground. Then youâll learn how to navigate by following a heading and correcting that heading periodically for changing winds aloft. Finally, for your cross-country phase of training, youâll learn how to use the GPS and VOR equipment on boardâand anything else that happens to be in the panel. On your check ride, you could be asked about any of it, so ensure you take the time to learn every means of nav you have available.
Radio Comms/Intercom
You donât just get to listen to the radio in an airplaneâyou must use it to talk with other pilots and air traffic control as well. How much you communicate with others depends on whether youâre training at an airport with a control tower or at a quiet rural field, but you will need to become fluent in the language of the airwaves. This isnât your own chatroom, though; you need to keep transmissions short and sweetâand on the correct frequency. This is where knowing your comms setup in the panel comes into play.
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Your radio interface will be in one of two places: either integrated into a flight deck, such as the G1000, or on a separate radio âboxâ in the panel, such as a Garmin GNC 225 or BendixKing KX 155/165. You may use a combination of both. You may also have a stand-alone intercom and audio panel to switch between comm radios, such as a PS Engineering PMA-series or Garmin GMA-series audio panel. Every airplane seems to differ in its specific radio setup, so your instructor will guide you through ensuring you know how to tune the right frequency and speak effectively. A separate transponder may also be part of the setup in your training airplane, and some of these have been installed to comply with automatic dependent surveillance-broadcast requirements for traffic reporting to ATC.
Autopilots
You want to fly the airplane, right? Well, sometimes it helps to have a hand up there, and thatâs where autopilots come in. Because youâre new enough to flying that you need all the practice you can get, you probably wonât use the autopilot very muchâand not at all until your cross-country flights. But you should learn how to operate it. The autopilot can not only save you energy when youâre making long flights by yourself, but it could save you a lot of stress too.
The most likely autopilots youâll encounter in modern training aircraft are ones such as the GFC 700 integrated into the G1000 or similar models with other Garmin flight decks. You may also find stand-alone autopilots, such as the Genesys Aerosystems/S-Tec 55X, BendixKing AeroCruze or the BendixKing KFC 150/200/225 series.
Other Cool Stuff
Depending on how your training aircraft comes equipped, you may find a few special goodies in the panel to supplement the main avionics weâve already covered. Many aircraft have some kind of engine-monitoring device and display, one that takes data from probes within the engineâs case and delivers it in a readable format to the pilot. One such unit, the JP Instruments EDM 800, might not look sophisticated, but it goes way beyond stock engine gauges to give insights into cylinder-head and exhaust-gas temperatures, fuel flow, and computation. Upgrades to the JPI series expand the display so you donât have to cycle through pages to see the data.
Another segment of avionics centers around weather and traffic information. With the FAA requirement to equip with an information service called ADS-B (also noted in the âRadio Comms/Intercomâ section) by January 2020, most aircraft with electrical systems in the US now have the ability to display basic traffic information and some weather data. From this baseline, thereâs nowhere to go but upâsatellite weather such as SiriusXM can be viewed on a multifunction display or an aftermarket display such as the Aspen Avionics EFD1000. Most training aircraft are too small to carry onboard weather radar or lightning-detection systems, but you can display satellite-based weather on your tablet if you canât access the data on the panel.
This story appeared in the 2021 Learn to Fly Special Issue of Flying Magazine
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