Abstract

Collective literature focus their research on one particular perspective towards single pilot operations.  While the attention to detail in this approach is somewhat precise, there is some credit to surveying the landscape and adopting a holistic approach in seeking for a finetuned solution.  We examine the fundamental Single Pilot Operations (SPO) concepts found in literature and then further extend our investigation by analysing with frameworks designed to provide analyst a measurement tool to assess the feasibility of SPO.  Presented are seven categories of SPO concepts and of the seven, the option of a single pilot on board and the displacement of the second pilot to a ground station has been recognised as the most achievable.  To better understand this concept and sociotechnical systems, we model alternative SPO using the Cognitive Work Analysis (CWA) and Social Network Analysis (SNA).  The analysis identified the functional loading and interactions between the agents and formulation of the systems architecture for future SPO.

1.       Introduction

For any pilot, the Avionics and systems are the brains and guts of the modern aircraft.  Once the aircraft aligns itself to the earth (longitude and latitude) and the critical flight information, such as the departure and destination are entered into the Flight Management Computer (FMC), the aircraft can mostly fly there itself.  The current regulations require 2 crew for all regular public transporting aircraft. This has vastly changed from the times where flight engineers where required where there were 3 to 5 crew.  The logical path to full automation may be a phased approach [Trumble 2017], firstly by transitioning to single-pilot operations (SPO) with the support of a ground control station. With further advancements in systems and understanding the limitations of human-machine interfaces, could it then transition to single-pilot operations.  The motivation towards SPO’s or the less fathomed pilotless aircraft are purely economic benefits.  A Swiss Bank, UBS conducted a survey [Financial Times 2017], suggested that the development of new technology could bring “material economic benefits” and would assist airlines in improving safety.  The analysis claimed that airliner could save more than 35bn per year, through the reduction of a pilot, lower insurance premiums and even fuel costs.  The onset of “Baby Boomer” retirements and continual growth in the demand for air travel compared to the lack of available qualified pilots have really created a shortage of pilots. In the recent years, we have seen the airlines absorb much of the experienced pilot workforce, leaving the tiers below, such as smaller regionals and General Aviation (GA) population with very little resources.  To alleviate this shortage, several changes to the recruitment model have been adapted by the airlines, such as cadet programs and lowering the entry requirements.  With growing demand for air travel, according to Airbus, in a Global Market Forecast 20182037, anticipates that air traffic will grow at 4.4% annually, requiring some 37,400 new passenger and dedicated freighter aircraft at a value of US$5.8 trillion over the next 20 years [Airbus 2018].  The forecast also addresses the long-term growth in the aircraft manufacturing industry and estimates that the worlds fleet will more than double in the next 20 years.  Many researchers have pondered the possibility of single pilot aircraft, however many challenges need to be resolved before commercial aircraft are single piloted.

Figure 1 Source: Airbus Global Market Forecast 2018-2037

2.      Concepts and the Roadmap

The concept of SPO or the Reduction of Crew Operations (RCO) has been a popular topic for some time, dating back to the 1970’s [Neis et al 2018].  It is a common sight in general aviation, as well as military aircraft to see a single pilot at the controls.  In today’s commercial aviation sector and under the classification of Regular Public Transport, an aircraft must have two pilots on board.  This has come a long way from the days we saw five to four flight crew in the cockpit, where the requirement was at a minimum, the Captain, First Officer and the Flight Engineer.  depending on the nature and length of the flight.

In this section, we will discuss academic conceptual frameworks for Commercial SPO, the possible design interfaces of the SPO cockpit and the role of the human operator for ROC operations.  It is not the aim for this paper to go into great depth with each topic, but an overview of the topic.

The implementation and progress of SPO in commercial airlines has always been hindered by issues with human factors, operational technicalities and public perception.  Operating in a sociotechnical system, the transition from today’s two crew cockpit to SPO while maintaining if not exceeding todays safety records can be complex.  Just adding further automation to current operations as many researchers have suggested have only adds further complications.  Advanced automation onl