S&S Optical, based in New Haven, Indiana, specializes in precision glass components like lenses, windows, and filters, often used in displays, sensors, and instrumentation. In the aircraft industry, CRTs and LCDs rely on such optical enhancements for durability, clarity, and functionality under extreme conditions. For CRTs, S&S Optical supplies custom phosphor-coated glass screens or protective faceplates for legacy cockpit displays in older military aircraft or air traffic control systems. CRTs, valued for their ruggedness and high contrast in radar or navigation scopes, could use S&S’s heat-tempered glass to withstand vibration and temperature swings (-40°F to 140°F), common in aviation.

Their expertise in custom shapes suggests they may craft curved or oversized glass for large-format LCDs in glass cockpits, improving pilot visibility and reducing weight (LCDs weigh 5-15 lbs vs. CRTs’ 20-50 lbs). In-flight entertainment screens might also use their coated glass for clarity and durability.

S&S Optical’s  50+ years of experience and focus on precision align with aerospace needs. Legacy CRT systems might still source their glass for repairs, while LCDs in new planes benefit from their advanced coatings. Without proprietary data, this reflects industry norms.

 

The aircraft industry has historically relied on both Cathode Ray Tube (CRT) and Liquid Crystal Display (LCD) technologies for cockpit instrumentation, navigation, and passenger entertainment, with usage evolving over time due to advancements in performance, weight, and efficiency. Here’s how they’re applied, based on their roles and characteristics:

 

CRT Displays in Aircraft

CRTs were the backbone of aircraft displays from the mid-20th century into the early 2000s, especially in older military and commercial planes. They use electron beams to excite phosphors on a glass screen, producing bright, high-contrast images. In cockpits, CRTs powered early radar screens, radio direction finders, and primary flight instruments. For example, the Boeing 707 (introduced 1958) and early Airbus A300 models used CRTs to display navigation data like airspeed and altitude. Their durability and ability to render clear visuals in varying light conditions made them ideal for analog-era aviation—think Cold War fighters tracking targets via radar scopes.

Military applications leaned heavily on CRTs for their reliability in harsh conditions (vibration, temperature swings), as seen in planes like the F-14 Tomcat. Even today, some legacy systems—such as air traffic control radar or older cargo aircraft—retain CRTs because replacing them means costly retrofits or downtime. A 2019 estimate suggested 10-15% of active military aircraft still use CRTs in niche roles, though exact figures are elusive due to proprietary data.

LCD Displays in Aircraft

LCDs, which manipulate liquid crystals to control light, began replacing CRTs in the 1980s and dominate modern aviation. They’re lighter, thinner, and more energy-efficient—critical for fuel-conscious aircraft. In cockpits, LCDs power glass cockpits, like those in the Boeing 737 MAX (introduced 2017), with large, high-resolution screens showing primary flight displays (PFDs), navigation displays (NDs), and multifunction displays (MFDs). These integrate airspeed, altitude, weather, and traffic data into one interface, reducing pilot workload—e.g., Airbus A320s swapped CRTs for LCDs in their Electronic Instrument System by the late 1990s.

LCD advantages include low power use (saving 20-30% over CRTs), sunlight readability with anti-glare coatings, and a wide temperature range (-40°F to 185°F), per aviation-grade specs. They’re also key in passenger cabins—think in-flight entertainment screens on a Boeing 787. By 2005, LCDs outsold CRTs in consumer markets, accelerating their aviation adoption. Today, 90%+ of new commercial aircraft (e.g., A350, 777X) use LCDs, driven by weight savings (CRTs weigh 20-50 lbs vs. LCDs at 5-15 lbs) and sharper resolutions (up to 2560×1600 on modern panels).

Transition and Niche Roles

The shift from CRT to LCD wasn’t instant—early LCDs lacked the contrast and refresh rates of CRTs, delaying widespread use until the 1990s when manufacturing costs dropped and reliability improved. CRTs linger in older fleets or specialized systems (e.g., radar) where their robustness trumps LCD fragility in extreme vibration. However, LCDs’ versatility—touchscreens, customizable layouts—has made them the standard, with retrofits phasing out CRTs even in classics like the DC-10.

In short, CRTs built aviation’s display foundation with rugged clarity, while LCDs now rule with efficiency and integration, reflecting the industry’s push for lighter, smarter tech.