14 hours ago, RobPol471 said:

Sorry  C2615, but I don't agree with what you wrote because the comparison between the number of pilots flying sixty years ago and those who now fly every day is impossible.
Statistics say that the cases of incapacitated pilots with cases such as, unfortunately, the recent one at the Chicago apt where the pilot died after take-off, are not few, as you can read on this link:

The Aviation Herald (avherald.com)

Personally I would never get on a plane, especially on long flights, with only one pilot in the cockpit also because I don't have any... pilot license to fly a plane, in case of incapacity of the pilot!

You don't get my point, , which is actually exact same as your.

21 hours ago, RobPol471 said:

Personally I would never get on a plane, especially on long flights, with only one pilot in the cockpit also because I don't have any... pilot license to fly a plane, in case of incapacity of the pilot!

 

Even if something akin to the Garmin system was onboard? 

The only issue I see with an emergency system is that in bigger airliners the cockpit door is closed and locked so who hits the emergency button.

Edited November 26, 20223 yr by martin-w

3 hours ago, martin-w said:

 

Even if something akin to the Garmin system was onboard? 

The only issue I see with an emergency system is that in bigger airliners the cockpit door is closed and locked so who hits the emergency button.

I am always of the idea that any technological improvement in flight safety is essential for flight safety, thinking of how many plane accidents there have been in the past because both the planes and the ground lacked many of the instruments that currently exist to guarantee the safety of a flight and I say this for having lived on my skin what could have been the last image of...my life when over 50 years ago I experienced what it meant to fly in areas without radar coverage and without...TCAS on board aircraft. While on a Caravelle I was observing the panorama from the window I saw a dot which in a second became a DC9 flying in the opposite direction at the same height as our plane and above all very close and if for an instant I was amazed to see the speed of the intersection so closely in flight between two planes, but immediately afterwards I thought that a few meters had separated my life from death.

As for your question, my thought is that technology is fundamental to the evolution of flight safety but, admitting that I have a "professional bias" because for over 40 years I've had to deal with... electronic failures, I wouldn't give up never "with the current technological situation" to... 2 human brains in the cockpit, but I am more than in favor of "electronic brains" which increase the safety of a flight "together" with... human brains in the cockpit!

From Flightglobal.com:

" The Federal Aviation Administration has issued far-reaching recommendations aimed at ensuring that airline pilots are adequately trained to effectively operate highly  automated modern aircraft, without relying too much on technology.

Released Nov. 22, the report is an FAA response to provisions in a 2020 law that stemmed from two fatal 737 Max crashes. It also addresses concerns highlighted by the 
deadly 2013 crash of an Asian Boeing 777-200ER.

The report is an advisory circular that specifically addresses 'flight path management', a broad term meaning planning, executing and ensuring proper aircraft energy and trajectory.

Pilots in cockpit

"Flight path management is especially important for operating airplanes with highly automated systems," says the FAA. "Even when a plane is  in autopilot mode, the flight crew should always be aware of the flight path of the aircraft and be able to intervene if necessary."

The report does not include any requirements.

Instead, it provides "guidance and recommendations" to airlines -- "a framework for operations and training programs," the FAA says. "It will help pilots develop and maintain manual flight operations skills and avoid becoming overly dependent on automation."

The document addresses four categories of risk: manual flight operations, automation management, pilot monitoring duties and aircraft energy management.

It notes that today's pilots, due to automation, spend relatively little time manually flying aircraft and that the degradation of those skills can contribute to accidents. 
The report recommends that airline training programs "promote the development and maintenance of  manual flight skills, and that airlines ensure that pilots can adequately deal with emergencies during manual flight.

Airlines' operating policies should also encourage pilots " to manually fly the aircraft, including, at least periodically, the entire departure and arrival phases and potentially the entire flight," the report said.

Recommends that airlines place particular emphasis on training pilots to properly interact with automated systems, making sure they understand  the known failures of the system and the specific flight situations during which such systems should not be used due to the risk of such failures.

"Fault training should consider operationally relevant situations and should include failures of elements that provide inputs to systems automated,” the document states. “Examples include situations where assessment is difficult, situations where recovery is difficult if not properly acknowledged, and  conditions that do not have a checklist".

The document urges airlines to ensure that training adequately addresses the pilot's critical function of monitoring flight path and cockpit. Pilots should be trained in "step-up strategies", i.e. how to raise concerns with co-pilots. Such strategies should  involve reporting flight path deviations, suggesting corrections and "then intervening directly", for example by taking over the controls.

The FAA recommends that airlines work to ensure that pilots are proficient in "energy management", i.e. speed planning and control, altitude, thrust and trajectory. Such training should address specific flight scenarios, such as light takeoffs, low-altitude level-offs, and flights at maximum altitude  allowed by an airplane, he says.

The 2020 law established several requirements aimed at improving aircraft safety following the 737 Max crashes in 2018 and 2019. It required a  revised the FAA's certification programs and included provisions to improve pilot training and proficiency. Performance issues  pilot arose following the two Max crashes. Investigators attributed the crashes to a failed flight control system, but reported pilot missteps. "

https://www.flightglobal.com/safety/new-faa-pilot-training-guidelines-seek-to-address-manual-flying-deficiency/151076.article

14 hours ago, Garys said:

Dont get me wrong I respect pilots but they have far to much power.

Years ago I was sent to Fort Gillam in Atlanta to a follow on weather school.  When I got off the airplane in Atlanta I came upon a bunch of Eastern Airline pilots on strike.  I thought to myself, "There goes Eastern Airlines.  Arthur Godfrey and Eddie Rickenbacker must be turning over in their graves."

Noel

4 hours ago, martin-w said:

The only issue I see with an emergency system is that in bigger airliners the cockpit door is closed and locked so who hits the emergency button.

Heh-heh-heh...the copilot?

Noel

15 hours ago, Garys said:

I'm not in management, but have worked in the airline industry for nearly 30 years. All I can say is that commercial airline pilots need a reality check and come back down to earth.  Did you know that even if an airline wants a new fleet type to expand it's operation into new ventures for the benifit of the whole airline the pilot group can and will vote it down. Dont get me wrong I respect pilots but they have far to much power. They dont give a word not allowed about anybody else. Im good with single pilot ops.

well said.  23 years in aviation.  10 as cabin crew 13 in Operations. agree with you 100 percent.    Ive mentioned it before on here, over the last 13 years Ive probably had well over 50 people come into flight operations (from the line)  either ex cabin crew, maternity Girls, or people grounded due medical reasons, either long or short term medical.

Of these 50 plus people, Ive never ever had one that hasnt said after a few days in flight ops "how do you do this, day in day out, dealing with these princesses,(both flight deck and cabin crew) what planet do they think they are on"  similar what Gary has said.

Again and ive both short haul low cost and Long haul legacy.  Im also for all single person ops, or better still pilot less planes and trains.   cut down on the abuse of sickness and fatigue at weekends and bank holidays, which would cut down on the standby coverage needed, lowering costs. im all for it.  

 

Edited November 26, 20223 yr by fluffyflops