Pilot, safety expert, consultant, and aviation journalist Stuart “Kipp” Lau writes about flight safety and airmanship for AIN.

Contributor - Safety

Stuart “Kipp” Lau

An emerging hot-button topic in aviation centers on a concept that reduces the number of pilots on the flight deck of transport-category (Part 25) airliners and business jets. Strong opinions on the subject pit major aircraft manufacturers against airline pilot unions, while regulators begin to study the feasibility of the idea from both the safety and efficiency standpoint.
From a manufacturer’s perspective, Airbus and Dassault Aviation are “all in,” leveraging technology to reduce the number or remove pilots from the cockpit altogether, while Boeing seems far less committed to the idea. [Ed note: Dassault is exploring single-pilot operations for its Falcon 10X only in straight-and-level cruise operations. Also, thousands of in-service Cessna, Embraer, and Cirrus light jets are already certified for single-pilot operations.]
The European Union Aviation Safety Agency (EASA) has warmed up to the idea and could allow reduced crew operations on long-haul flights by 2027 and single-pilot operations sometime after 2030. To date, the FAA has remained neutral on the subject.
Pilot unions from around the globe have joined forces to launch the “Safety Starts with 2” campaign, arguing that a reduced crew component would increase the workload of the remaining pilot while “eliminating a critical layer of monitoring, cross-checking, and operating redundancy provided by the second pilot on the flight deck.” In a joint statement on single-pilot operations, the group of pilot labor unions said, “It’s a profit driven scheme that poses a significant safety risk.”
Pilots at Delta Air Lines and United Airlines have made it clear in their latest contracts that there will be at least two pilots on the flight deck during commercial operations. Both pilot groups are represented by the Air Line Pilots Association (ALPA).
According to a <a href="https://www.easa.europa.eu/en/downloads/138568/en">2023 EASA report</a>, two new concepts of operations have been introduced: extended minimum-crew operations (eMCOs) and single-pilot operations (SiPOs).
SiPOs are defined as end-to-end single pilot operations, while for eMCOs, the flight time is extended by means of rest in flight with the minimum flight crew. The latter is achieved by allowing operations with one pilot at the controls during the cruise flight phase; both pilots would be in the cockpit for takeoff and landing.
Accordingly, an equivalent level of safety during these operations—one pilot versus two pilots—is met using “ground assistance, advanced cockpit design with workload alleviation means, and pilot-incapacitation detection.”
EASA in its report identified several hazards based on the current roles of pilots: either pilot flying (PF) or pilot monitoring (PM). Removing one pilot from the flight deck eliminates the critical role of PM. Having a single pilot on the flight deck may result in a lack of error management (the PM catching the error), degraded threat management, lack of situation awareness, fatigue and boredom, complacency, degraded decision-making, workload management issues, and other challenges such as physiological needs (i.e. using the lavatory).
Before being appointed CEO of Airbus Commercial Aircraft in 2023, Christian Scherer commented to the Associated Press that the manufacturer had already developed technology to fly without pilots entirely. He questioned, “When can we introduce it in large commercial aircraft? That is a matter we are discussing with regulators and customers, but technology-wise, we do not see a hurdle.”
In early 2022, Airbus pitched two new freighter aircraft to FedEx: the A321F and A350F, each with a reduced-crew component. The manufacturer proposed SiPO for the A321F and eMCO for the A350F. The A321F initially was to be operated with two pilots and transition to SiPO approval over time—the OEM dubbed this “single-pilot/second pilot-optional.”
Airbus is developing the A350F, which is scheduled to enter service in 2026. The manufacturer has not launched a new-build A321F. According to an Airbus statement on the development of the A321F, “There are many studies, but not all of them see the light of day.”
Proponents of these ideas believe single-pilot operations will lower costs and ease pilot shortages. Others believe it is the natural progression of technologies and aircraft development—two things that eliminated the navigator and flight engineer positions.
Any single-pilot operation will be a hard sell for the traveling public. A research report published by Coventry University indicated that only 12% of the respondents of a survey would be comfortable flying on a single-pilot airliner. An ALPA survey pointed to 80% of the respondents favoring two pilots working together while operating an aircraft.
Pilot incapacitation is a valid concern of passengers. During a recent six-year period, according to ALPA, the FAA reported 39 pilot incapacitation events. The most serious incapacitation events resulting in the death of a pilot are attributed to heart attacks (cardiovascular disease), while the most common are gastrointestinal problems such as severe gastroenteritis caused by food poisoning or allergies.
Airbus and Dassault would prohibit pilots with known medical conditions from being left alone at the controls. However, it is much more difficult to defend against a bad burrito or peanut allergy—either could have debilitating effects.
Other concerns include rogue pilots or a pilot committing suicide. Pilots are not immune to mental health issues. In 2015, the copilot on a Germanwings Airbus A320 deliberately crashed his aircraft into the French Alps, killing 150 people, after the captain stepped out of the cockpit to use the lavatory.
Pilot unions view the development of these single-pilot concepts as the proverbial “camel’s nose under the tent.” Suggesting a regulatory approval in Europe would lead to an imminent FAA approval—eMCO would pave the way to SiPO, and first introducing these concepts on freighter or cargo aircraft would soften the introduction of reduced crew ops to passenger flights.
If the pilot unions are right, and all these cards begin to fall in place, the realization of single-pilot operation on transport-category jets may occur. It is a persistent topic, and the pace of these developments is picking up speed.
The opinions expressed in this column are those of the author and are not necessarily endorsed by AIN Media Group.

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