Let’s Talk About a La Carte Avionics

All instrument panels aren’t created equal.

Les Abend

Friday, July 10, 2026 at 08:00 AM ET

Verified

Edited By:

Travis Tingle

The author's 54-year-old Piper Arrow with its modern glass panel. [Credit: Les Abend]

Key Takeaways:

The author undertook an extensive, safety-driven avionics upgrade for his 54-year-old Piper Arrow, which involved a complex "domino effect" of component choices resulting in a custom, completely redesigned instrument panel.
A primary challenge for the pilot is safely and effectively learning to operate this new, custom-integrated technology, unlike the standardized cockpits found in airline operations.
Pilots must self-train using manuals, online videos, and manufacturer-provided courses (often paid), highlighting a gap in structured, official training for new general aviation avionics.
The article suggests the FAA should consider a logbook entry for new avionics proficiency, similar to instrument currency, documenting hours with a safety pilot before flying in instrument conditions.

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When my wife agreed to an extensive avionics upgrade to our Piper Arrow, I was pleased that she immediately understood the safety value of the endeavor despite the eye-watering cost. Based on our experience of a vacuum pump failure, an intermittent dual comm failure, and the fact that the entire system was aging, it was time for a change.

Avionics shops don’t just install a standard instrument panel template for a 54-year-old airplane. It’s a carefully thought-out strategy of integrating the new with the old, dependent almost completely on customer desire and budget. Selection and placement of the electronics is a la carte. Although the shopping process to determine the best value for our airplane was exciting, it alerted me to an interesting challenge.