The electronic systems used on aircraft include communications, navigation, the display and management of multiple systems, and the hundreds of systems that are fitted to aircraft to perform individual functions. These can be as simple as a searchlight for a police helicopter or as complicated as the tactical system for an airborne early warning platform.
The cockpit of an aircraft is a typical location for avionic equipment, including control, monitoring, communication, navigation, weather, and anti-collision systems. The majority of aircraft power their avionics using 14 or 28 volt DC electrical systems; however, larger, more sophisticated aircraft have AC systems operating at 400 Hz, 115 volts AC.
There are several major vendors of flight avionics, including Panasonic Avionics Corporation, Honeywell (which now owns Bendix/King), Universal Avionics Systems Corporation, Rockwell Collins (now Collins Aerospace), Thales Group, GE Aviation Systems, Garmin, Raytheon, Parker Hannifin, UTC Aerospace Systems (now Collins Aerospace), Selex ES (now Leonardo S.p.A.), Shadin Avionics, and Avidyne Corporation.
International standards for avionics equipment are prepared by the Airlines Electronic Engineering Committee (AEEC) and published by ARINC.
Communications connect the flight deck to the ground and the flight deck to the passengers. On‑board communications are provided by public-address systems and aircraft intercoms. The VHF aviation communication system works on the airband of 118.000 MHz to 136.975 MHz. Each channel is spaced from the adjacent ones by 8.33 kHz in Europe, 25 kHz elsewhere. VHF is also used for line of sight communication such as aircraft-to-aircraft and aircraft-to-ATC. Amplitude modulation (AM) is used, and the conversation is performed in simplex mode. Aircraft communication can also take place using HF (especially for trans-oceanic flights) or satellite communication.
Air navigation is the determination of position and direction on or above the surface of the Earth. Avionics can use satellite navigation systems (such as GPS and WAAS), inertial navigation system (INS), ground-based radio navigation systems (such as VOR or LORAN), or any combination thereof. Some navigation systems such as GPS calculate the position automatically and display it to the flight crew on moving map displays. Older ground-based Navigation systems such as VOR or LORAN requires a pilot or navigator to plot the intersection of signals on a paper map to determine an aircraft's location; modern systems calculate the position automatically and display it to the flight crew on moving map displays.
Aircraft have means of automatically controlling flight. Autopilot was first invented by Lawrence Sperry during World War I to fly bomber planes steady enough to hit accurate targets from 25,000 feet. When it was first adopted by the U.S. military, a Honeywell engineer sat in the back seat with bolt cutters to disconnect the autopilot in case of emergency. Nowadays most commercial planes are equipped with aircraft flight control systems in order to reduce pilot error and workload at landing or takeoff.
The first simple commercial auto-pilots were used to control heading and altitude and had limited authority on things like thrust and flight control surfaces. In helicopters, auto-stabilization was used in a similar way. The first systems were electromechanical. The advent of fly by wire and electro-actuated flight surfaces (rather than the traditional hydraulic) has increased safety. As with displays and instruments, critical devices that were electro-mechanical had a finite life. With safety critical systems, the software is very strictly tested.
To supplement air traffic control, most large transport aircraft and many smaller ones use a traffic alert and collision avoidance system (TCAS), which can detect the location of nearby aircraft, and provide instructions for avoiding a midair collision. Smaller aircraft may use simpler traffic alerting systems such as TPAS, which are passive (they do not actively interrogate the transponders of other aircraft) and do not provide advisories for conflict resolution.
To help avoid controlled flight into terrain (CFIT), aircraft use systems such as ground-proximity warning systems (GPWS), which use radar altimeters as a key element. One of the major weaknesses of GPWS is the lack of "look-ahead" information, because it only provides altitude above terrain "look-down". In order to overcome this weakness, modern aircraft use a terrain awareness warning system (TAWS).
Weather systems such as weather radar (typically Arinc 708 on commercial aircraft) and lightning detectors are important for aircraft flying at night or in instrument meteorological conditions, where it is not possible for pilots to see the weather ahead. Heavy precipitation (as sensed by radar) or severe turbulence (as sensed by lightning activity) are both indications of strong convective activity and severe turbulence, and weather systems allow pilots to deviate around these areas.
Lightning detectors like the Stormscope or Strikefinder have become inexpensive enough that they are practical for light aircraft. In addition to radar and lightning detection, observations and extended radar pictures (such as NEXRAD) are now available through satellite data connections, allowing pilots to see weather conditions far beyond the range of their own in-flight systems. Modern displays allow weather information to be integrated with moving maps, terrain, and traffic onto a single screen, greatly simplifying navigation.
Modern weather systems also include wind shear and turbulence detection and terrain and traffic warning systems. In‑plane weather avionics are especially popular in Africa, India, and other countries where air-travel is a growing market, but ground support is not as well developed.