In June 2025, the European Union Aviation Safety Agency (EASA) announced that it has paused research into single-pilot flight operations, finding that current cockpit technology cannot match the safety standards of two-pilot operations.

This decision halts regulatory development for Extended Minimum Crew Operations (eMCO) and Single Pilot Operations (SiPO) until significant technological breakthroughs can guarantee equivalent safety levels and creates a gap in the aviation industry’s push toward reduced crew operations.

Single-pilot operations are routine in light business jets. They are currently not allowed in commercial aviation. The push toward single-pilot operation is driven by advances in cockpit automation technologies and the pressure to reduce operating costs and increase profits in a globally competitive market.

The appeal for single-pilot operations is clear as today’s jets already automate most routine tasks. However, regulators require demonstrated safety equivalence to the two-pilot standard before any crew reduction.

The question ahead is whether technological advances can overcome the regulatory requirements and public safety concerns.

Smart Cockpits and AI Assistance

The foundation for single-pilot operations will rest on a smart cockpit where a digital co-pilot capable of real-time decision-making and emergency response assists the human pilot.

Several breakthrough technologies are already showing promise in the general aviation sector.

Honeywell Aerospace’s cloud-connected Anthem flight deck represents a significant leap in cockpit technology. It combines advanced AI with cloud connectivity to provide an intuitive interface for pilots to reduce their workload and improve situational awareness.

Cloud connectivity provides access to real-time weather and traffic updates, essential for flight safety.

Anthem’s always‑on connectivity integrates with Honeywell’s analytics platforms that support predictive maintenance.

Honeywell’s Anthem flight deck on a PC‑12.

Garmin’s Emergency Autoland system, certified on multiple turboprop and light jet aircraft, demonstrates the autonomous capabilities essential for handling catastrophic events like pilot incapacitation.

Piper Aircraft’s HALO Safety system, certified on the M600/SLS, features autothrottle, automatic wings‑level mode, hypoxia detection and automatic descent mode, and the Autoland system, which can take complete control during emergencies, calculating fuel endurance, selecting a suitable runway based on weather conditions, communicating with air traffic control, landing the aircraft, and even providing post‑landing instruction to passengers.

The Federal Aviation Administration (FAA) notes the emergency Autoland system cannot yet process NOTAMs to avoid closed runways or restricted airspace, nor can it detect and avoid other aircraft, critical gaps that highlight the technology’s current limitations.

Automation in Commercial Aviation

In the commercial sector, Airbus UpNext’s DragonFly demonstrator has achieved remarkable milestones.

During testing, the system detected simulated crew incapacitation, declared an emergency, generated diversion plans, communicated with air traffic control, and completed autonomous landing and taxi operations.

DragonFly integrates existing pilot assistance technologies with computer vision systems that combine external cameras to help aircraft “see” their surroundings during landing, taxi and diversions.

The Optimate demonstrator aims to perform automatic gate‑to‑gate missions by combining geolocating sensors and 4D radar and LiDAR to enable automatic taxiing, obstacle detection, and real‑time decision support that reduces pilot workload and enhances safety.

This system is currently being tested using an electric ground vehicle “cockpit‑on‑wheels” that emulates an A350 flight deck with the next stage of testing on an A350‑1000 test aircraft.

Embraer’s Enhanced Takeoff System (E2TS), a fly‑by‑wire system, automates takeoff procedures and commands a steeper optimized climb to improve consistency at performance‑limited airports and to reduce pilot workload.

This automation is another incremental shift from pilot flying to pilot “supervising.”

Piper Aircraft’s HALO Safety system is certified on the M600/SLS (pictured).

The Next Generation Intelligent Cockpit (NICo) program developed by Germany’s Institute of Flight Guidance is testing single‑pilot operations supported by an onboard virtual co‑pilot and a ground‑based remote co‑pilot station.

The remote co‑pilot monitors will assist several flights and switch to one‑on‑one support during high workload or emergency situations.

Simulator work is evaluating task‑sharing with a ground‑based “remote co‑pilot”—early trials have focused on workflows and human‑factors feedback.

The Connectivity Challenge

All these real‑time data streams rely on secure, low‑latency connectivity.

The joint EU/US taskforce whitepaper on the Future Connectivity for Aviation proposed a vision for the future aviation connectivity landscape, with a 2030–2035 timeframe for deploying a multi‑link architecture that comprises upgraded L‑band SATCOM, LDACS, and potentially A2G/5G with robust cybersecurity requirements integral to the design.

Without such bandwidth, the distributed‑crew concept would be little more than a research exercise.

Safety Concerns vs Economic Incentives

Pilot groups such as the Air Line Pilots Association (ALPA) and European Cockpit Association (ECA) argue that automation cannot replace the adaptability and teamwork of two experienced pilots, pointing to numerous real‑world incidents where crew coordination prevented disasters.

EASA’s study identified critical concerns including pilot incapacitation scenarios, fatigue management, inactivity risks, and the loss of cross‑checking procedures fundamental to current safety protocols.

Public acceptance remains another hurdle.

Surveys consistently show roughly three‑quarters of respondents are uncomfortable with fewer than two pilots in the cockpit.

This creates a marketing challenge for airlines even if regulatory approval is eventually granted.

For the airlines, the economic incentives related to crew costs may be compelling.

However, airlines will need to invest in advanced avionics and automation support technologies, redundant connectivity links such as SATCOM and LDACS, secure cybersecurity, and the infrastructure to build and support ground operations centres for remote co‑pilots.

Single-pilot operations would also require a complete rethinking of the cockpit layout, with time and resource investment in the development of training strategies for both cockpit and ground‑based pilots.

Airbus’s Optimate demonstrator (pictured) is a cockpit on wheels equipped with an A350 virtual flight deck, featuring geo‑locating sensors and 4D radar and lidar that together serve as a virtual assistant to help safely and automatically guide an aircraft during taxi.

Outlook for single-pilot operations

Despite EASA’s regulatory pause, market pressures are likely to push for continued development of automation technologies for transition to single‑pilot operations.

The core challenge is regulatory rather than technological: current single‑pilot commercial operations show inferior safety records compared to two‑pilot operations despite similar cockpit technologies, and two‑pilot requirements stem from regulation, not technological necessity.

This means expanding single‑pilot operations will require demonstrating greater, not merely equivalent, safety performance to justify regulatory change.

Cargo operations will likely serve as the proving ground, paving the way for passenger service, starting with cruise phases, then expanding as the technology matures and public perception changes.

For aviation professionals, this transition represents both opportunity and challenge, requiring new skills and training programs.

While the timeline remains uncertain, transition to single‑pilot operations will ultimately depend on demonstrating not just technological capability, but superior safety levels compared to current two‑pilot operations.

The barriers to single-pilot operations

In June 2025 the European Union Aviation Safety Agency (EASA) paused research into single‑pilot flight operations because current cockpit technology does not yet meet the safety standards of two‑pilot operations. The article reviews the state of smart cockpit technologies, such as Honeywell’s Anthem flight deck, Garmin’s Emergency Autoland, and Airbus UpNext’s DragonFly demonstrator, and discusses the regulatory, safety, and economic challenges that must be overcome before single‑pilot operations can be approved for commercial aviation.