Additional research and new technology will be needed before EASA can recommend moving forward on its concept of permitting single-pilot operations on large commercial aircraft that presently require two pilots. This was the conclusion of the EU agency in a new report on its minimum cockpit crew requirements project that has been underway since 2021.

“With the current cockpit design taken as a reference, and within the limits of the research, it was identified that an equivalent level of safety between one-pilot crew operations and the current two-crew operations cannot be sufficiently demonstrated,” said the report. 

This conclusion was not unexpected because EASA had previously made clear in its January 2025 edition of the European Plan for Aviation Safety that changes to the cockpit will be needed to support any such new concept of single-pilot operations. Concentration must focus on the “development, evaluation, and deployment of such advanced flight deck technologies” before proposing single-pilot operations.

In the longer-term, EASA foresees development of a “smart cockpit” that may serve to set the basis for new operational parameters resulting from: novel workload alleviation functions; flight crew performance, alertness, and incapacitation monitoring; and a solution to prevent security threats. “However, any consideration of this will depend on the new technologies proving their safety benefit which will require detailed assessment on the basis of data and experience gained in normal two-pilot operations.”

If you lead a small flight department, I see you. You’re working long hours, wearing too many hats, and holding the operation together with sheer grit. Maybe your team is just two or three people. Maybe you’re also the scheduler, the safety officer, and the HR department. You do it because you care and because you’re proud of the work. But I also know it can come at a cost.

From the outside, it might look like you have downtime between trips. But we both know that “downtime” usually means being on call. You’re either waiting for a mission or watching your calendar fill and refill. That pressure adds up.

It’s especially hard when you, your copilot, or a family member has a medical emergency. Larger departments can absorb the hit. Yours can’t. A single head cold can derail the whole week. That’s why work-life balance isn’t just a nice-to-have—it’s essential. Crews need protected time off, which includes both vacation and sick leave. We have to respect it, not just offer it.

One solution I’ve seen work well is building a list of contract pilots. Charter pilots, in particular, can be great partners. Many know their open dates in advance and can commit to covering a trip.

There were zero accidents of business turbine airplanes last year in the UK, according to the 2024 Annual Safety Review published by the country’s Air Accidents Investigation Branch (AAIB). However, there was a loss-of-control incident involving a Pilatus PC-24 business jet, which had “stiff elevator controls” and lost 800 feet near the top of its climb. Post-flight examination could not find any technical faults.

Last year’s investigations included 32 non-business-aviation commercial air transport events, most of which were serious incidents rather than accidents. The review also reported that the 10 fatal accidents resulting in the loss of 11 lives last year were all light aircraft. These included eight non-turbine light aircraft and two glider accidents. Loss of control in flight was the most common factor in these fatal accidents. “In many respects, 2024 was a relatively typical year,” the review said.

The AAIB review also noted that in 2024, it completed investigations into three earlier business jet incidents: the Aug. 10, 2022 uncommanded full-flap extension on a Bombardier Challenger 604 during climbout; the Oct. 7, 2022 failed takeoff attempt when the flight crew forgot to release the parking brake on a Beechjet 400; and the Nov. 14, 2023 hard landing of a Dassault Falcon when trapped water that had frozen in the tail section prevented proper pitch control to make a smooth touchdown.

The General Aviation Manufacturers Association (GAMA) has named Porter High School in Porter, Texas, the winner of the 2025 GAMA Aviation Design Challenge. Cambridge High School in Milton, Georgia, and El Segundo High School in California placed second and third, respectively.

Porter’s team of four included Jocelyn Alfaro, Alex Espada, Major Renard, and Eris Rodgers. Their modifications featured an extended wingspan with leading-edge slats, propeller efficiency improvements, and a T-tail configuration. The team’s prize includes a manufacturing experience at CubCrafters and demonstration flight opportunities.

Cambridge High School’s entry featured aerodynamic changes to the wing chord and stabilizers, along with propeller refinements. They will receive a two-day Redbird Flight STEM Lab experience. El Segundo High School’s design showcased iterative refinements and mission-focused adjustments and earned a ForeFlight subscription and a facility tour of Robinson Helicopter.

More than 70 high school teams from 24 states entered this year’s competition. After learning the basics of flight and design through the Fly to Learn curriculum, students used X-Plane software to simulate a modified Cessna 208 Caravan tasked with flying as fast as possible while carrying maximum payload between two Himalayan locations.

GAMA president and CEO James Viola praised all participating teams and sponsors, which included Cirrus, Garmin, Gulfstream, Textron Aviation, and others. The challenge is supported by industry partners that contributed curriculum resources, simulation software, and in-kind prizes.

The FAA has issued a bulletin warning that current cockpit fuel indications in some rotorcraft may not accurately reflect the safe minimum fuel needed during sideward-pulling external-load operations, posing a risk of fuel starvation at higher-than-expected fuel levels. The concern is based on NTSB findings from five MD Helicopters 369-series accidents.

Issued June 10, the Special Airworthiness Information Bulletin (SAIB) follows an NTSB investigation of five MD 369-series accidents during Class C RLC (rotorcraft-load combination) missions. In each case, the helicopters were dragging loads laterally while in high bank attitudes. The NTSB determined that fuel unporting—when fuel shifts away from the tank pickup point—occurred even though fuel levels appeared sufficient by cockpit indication.

“In four of the accidents, the helicopters experienced fuel starvation at fuel loads between 94-146 pounds,” the FAA noted, “which is above the minimum level of 78 pounds used to meet the requirements of §91.151.”

Because certification standards did not anticipate prolonged high bank angles during these missions, and guidance in AC 27-1B and AC 29-2C is outdated, the FAA advises operators to confirm whether their flight manual supplements account for this risk. Specifically, it recommends that manuals include the maximum demonstrated bank angle held for extended durations, minimum useful fuel required at that angle with an added 20% safety margin, and operating procedures tailored to these conditions.

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