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6. Technological Issues Technological advancement ~nd modern innovations in digital avionics and flight control systems have changed the basic design and operation of new aircraft drastically. More than 80% of all aircraft manufactured in a factory are equipped with some kind of a sophisticated avionics system (11). This is expected to ~ve a significant impact on the supply requirements of general aviation airports. Increased reliability of the turbine engine in spurring the aviation industry to develop kits, conversions and new aircraft designed around installation of a single turbo-prop engine (12). The trend to modify existing aircraft with new engines for life extension continues in light of fluctuating economy and the increasing funds required to buy a new aircraft. Use of composite materials in general aviaition aircraft is becoming popular in recent years (11). The President of Beech Aircraft predicted in a recent meeting that the rate of using new technology, including composite materials, would be quickened by the adaptation of computer-aided-design systems (11). Since the use of new electronic support systems would decrease the costs involved in the development stages of some aircraft, it is likely that the prices of such aircraft may not increase at current rates (11). The threat of telecommunications to the travel requirements of businessmen was raised by a panel of executives at a recent meeting (11). The overall belief was that, at least for the short term, telecommunications would not have a large impact on travel but that g~neral aviation manufacturers should not ignore the rapidly growing field. In recent years, the prices of aviation gasoline and kerojet fuel have increased significantly as a result of phased decontrol of domestic crude-oil prices, the continued decline in domestic petroleum reserves, and higher prices for imported oil. The failure of aviation gasoline prices to decline during the past few years could be due to a combin~ation of rising production costs and the desire of fixed-base oPerators to maintain income levels in a shrinking market. Revenue from gasoline mark-ups is generally used to pay for other service provided by the fixed-base operator. When the amount of fuel sold decreases, the mark-up per gallon has to increase to pay these other costs. High prices of aviation fuel triggered the development of fuel efficient aircrafts in the seventies. An examination of changes in fuel efficiency from 1970 and 1977 indicates a slow but consistent trend toward better fuel efficiency in general aviation. Relatively greater changes are found in the turbo prop and turbo jet category due primarily to weight reductions in newer models (6). A recent surge in sales of turbo prop aircra~t~ primarily to corporate and commuter airline customers reflects the greater fuel efficiency of these aircraft in comparison to pure jets. Given the relatively short stage lengths, the distance between take-offs and landings, of corporate and commuter flights~ the turbo prop aircraft appears to be an excellent compromise between speed and fuel costs. If the present trend continues, reductions in consumption (gal/h) may only amount to 5-10 percent for' all of general aviation. Therefore, it is expected that improvements in fuel efficiency will not offset future price increases in fuel. This assumption has also been verified by other researchers (7).