Sport Flying With In Flight USA - August 2010
LSA’s Sprout Technology
By Ed Downs
Most readers of this column know by now that the S-LSA category of airplane evolved from the low tech world of ultra light designs. Some 6 years after the birth of LSA, one has to look hard to see the simplicity of its origin. Airframes have become increasingly sophisticated, and avionics packages are beginning to challenge big buck machines. A first timer renting or buying the typical S-LSA will be surprised upon entering a cockpit that looks more like an F-22 than single engine sport plane. Now, that sounds pretty exciting, but let’s take a look at who that “first timer” might actually be.
So far, the vast majority of pilots enjoying the world of S-LSA’s are those who are stepping down from a much more expensive airplane, or a “retread” that has been out of flying for some time. In both cases, these “senior” pilots are taking advantage of the Sport Pilot’s ability to not participate in the FAA medical bureaucracy. Most of these S-LSA fans have never flown a plane with an advanced technology, glass cockpit. Are there any special considerations or cautions for these glass cockpit “newbies,” or can they kick the tires and light the fires, allowing technology to take care of itself?
The preceding question was answered for this writer several years ago while conducting dual instruction in an early entrant S-LSA. Now, I am not unfamiliar with advanced, complex airplanes. But, my experience in such machines is combined with extensive training and, often, a second pilot. I am still relatively new to the large variety of advanced systems now being used in new GA planes, especially the S-LSA’s. Okay, back to the story. A factory checkout in the tandem airplane disclosed that forward visibility from the rear seat was very limited. Fortunately, technology rose to the occasion, and a small flight instrument repeater display was mounted in a rear seat panel. This display could be “toggled” (through several menu selections) to show either basic flight data or engine data, but not both at the same time. With the student/owner taking up the front seat (and virtually all forward view), I carefully monitored engine operations as we taxied out and performed the run-up. The engine was a new installation and warranted special attention. Following run-up, my instructing duties went into high gear, and we ended up in the middle of our 6 second take off roll before I realized that I had not “toggled” the display back into the flight data mode. Fortunately, my previous check-out and over 50 years of basic attitude skills kicked in and the display was not needed, but I learned an important lesson. Advanced technology cockpits will not take care of themselves. They MUST BE MANAGED.
I am not the only one who has noticed that a pilot needs training and planning to manage the advanced technology of many S-LSA’s. This writer contacted others who are actively helping folks come to grips with glass panel technology. Q-ref Media (www.qref.com) is a company that produces a sophisticated assortment of check lists for a wide variety of advanced flight displays and navigation systems. Jason Clemens, President of Q-ref, offered fuel for this month’s column and added “Our check list system focuses on simplifying the most important and often used functions of these complex systems. They support the pilot’s responsibility to bring basic piloting skills to the forefront. This new technology must be used as a tool to support good judgment. They do not replace situational awareness and good piloting practices.” Q-ref associate, lecturer (spoke at several EAA AirVenture forums this year) and Master CFI, Bridgette Doremire added, “Spending huge sums of money on advanced technology can lead to increased vulnerability if the PIC surrenders their basic piloting responsibilities to that technology. These are terrific tools that can greatly improve safety and functionality, but there are times when you need to know how to turn the autopilot off and simply fly the plane.” Terry Simkins, President of FLY IT Simulators (www.flyit.com) is at the forefront of affordable GA simulation. According to Terry, “While we are not in the S-LSA market at this time, our airplane and helicopter customers are telling us that advanced cockpit systems are demanding training in both basic operation and management techniques. We are now introducing new options and training packages to deal with this demand. It is interesting to note that it is our helicopter clients that are really pounding on our doors. The intrinsically higher workload of many helicopter missions profiles, combined with advanced navigation and display technology, have broadened that workload. Our helicopter trainers have stepped up to the task.”
The preceding comments are from professionals who dwell in equipment more advanced than installed in most S-LSA’s, but LSA offerings are catching up because of customer demand. This writer gathered together the collective thoughts of these experts, and we came up with six fundamental considerations for a pilot stepping in to an well equipped S-LSA. Such an airplane would have a glass panel for the pilot, passenger seat and a center mounted GPS/com system. In some cases the GPS is integrated into the primary flight instrument display. Many of these S-LSA’s also have electronic engine displays that monitor an astonishing array of engine parameters. Finally, a two axis (pitch and roll) autopilot is frequently installed, and is interfaced with GPS navigation. You don’t “start” this S-LSA, you “boot” it! Consider the following:
Training: Do not think you can get a quick cockpit checkout and fire up, even if your CFI thinks you can. Show up for your first flight early. Grab the POH and/or avionics supplement and do some reading. Cessna now has the SkyCatcher POH on line, and many manufacturers of advanced technology systems have training material on line. Some even have short training videos you can download for free. Concentrate on the most basic features that you are most likely to use. Like the modern 4G cell phone, it may have 832 features, of which you will use only 4 or 5 on a regular basis.
Electricity: Yes, be it the flight display, navigation system, engine monitoring system or autopilot, they must all have an electrical power source. Is there a special distribution bus that protects these systems? Is there a separate master switch for each system, or perhaps only one “Avionics” master switch? Are they protected by a battery back-up, and how long will it run? Where are the back-up pitot instruments, and are you going to practice transitioning to them? These questions need solid answers if you are truly “managing” your airplane.
Engine Display: Does the engine display come alive with the aircraft master switch so you can watch engine parameters during start and idle? Remember, you did not have to think about these issues with old fashioned analog instruments. You will probably have numerous engine parameters that can be monitored through menu selections. Set up a view that is most comfortable to you, removing information that may be fun to watch, but of little use. Once you have decided on a display, stick with it. Do not experiment with additional engine features until you are completely comfortable with what you chose. Know how to quickly return to basic settings if you get lost in a menu structure.
Flight Display: Learn to use the factory default settings, and stick with them until completely comfortable with how it looks and works. Learn how to reset that default quickly. Do not start “customizing” the flight display until you have full confidence in reading and interpreting the basic T grouping you have used in the steam gauge world. NEVER push a button or select a menu item if it’s activation is preceded by the question, “I wonder what this does?” Study or train first, then push that button. If learning the system in flight by self teaching, have a safety pilot on board just as if you were flying under the hood.
Navigation: The navigation display may be separate from the flight instrument display, but being able to overlay the GPS display over the flight instrument display is becoming more available in the S-LSA world. Numerous customizing features are typically offered. Again, start with the manufacturer’s default settings, and stick to them until thoroughly confident in your operational understanding. Know how to get back to that default setting if lost in a menu. Do not “over clutter” the screen with info you really do not need. Skip playing with the “fun stuff,” and become highly proficient with basic operation first. Fiddling with the GPS or checking an airport data base for the closest pizza joint is not a task to be performed on the downwind leg after receiving a clearance like, “LSA 1234, you’re number 12 to land on 16 left, follow the blue Cessna over the brewery, plan base at the VA hospital, turn in front of the T6 on final at the Newhall pass, keep your speed up, caution wake turbulence landing G5,” all in about 1.5 seconds. I did not make that up.
Autopilot: Yes, learn how and when to turn it on, but also learn how to quickly disconnect it. Go slow with each feature. Basic wing level, heading hold and altitude hold can be very handy, but learn each mode, one at a time. Altitude hold must be well understood, lest a power reduction to descend result in a stall. Set a minimum altitude for operating the autopilot (like 2000 ft AGL) until you are completely familiar with all of its modes. At the risk of challenging “guy” behavior, read the instructions first, get a safety pilot, then go train and practice, in that order.
The main point being made by industry experts is that you must be in charge of your airplane. NEVER turn the control of your airplane over to something or somebody, who is not in the left seat. When viewed and used as a tool, the advanced technology now evident in S-LSA’s can make you feel like a farmer driving a fully decked out John Deer tractor with all the hydraulic goodies. You have enormous power and function at your finger tips. But remember, that farmer is the one who decides what to do with his “earth tool,” just as you must mange your “tools of flight.” You both have the potential of meeting the earth with painful results.
