Modern jet transport aircraft are typically flown using the on-board automation by the pilot programming commands into the auto-flight systems. Anecdotal evidence exists suggesting that pilots of highly automated aircraft experience manual flying skills decay as a result of a lack of opportunity to practise hand-flying during line operations. The ability of a pilot to revert to basic manual control is essential, for example, in cases where the aircraft's automatic capability is diminished or when reconfiguring the automatics is an ineffective use of crew capacity. However, there is a paucity of objective data to substantiate this perceived threat to flight safety. Furthermore, traditional performance measurement techniques may lack the ability to identify subtle but significant differences in pilots' manual handling ability in large transport aircraft. This study examines the relationship between pilot manual handling performance and their recent flying experience using both traditional flight path tracking measures and frequency-based control strategy measures. Significant relationships are identified between pilots' very recent flying experience and their manual control strategy. Statement of Relevance: The study demonstrates a novel application of frequency analysis, which produces a broader and more sensitive analysis of pilot performance than has been offered in previous research. Additionally, the relationships that are found to exist between recent flying experience and manual flying performance will help to guide future pilot assessment and training.

Changes to crewing configurations in commercial airlines are likely as a means of reducing operating costs. To consider the safety implications for a distributed crewing configuration, system theoretic accident model and processes (STAMP) was applied to a rapid decompression hazard. High level control structures for current operations and distributed crewing are presented. The CONOPS generated by STAMP-STPA for distributed crewing, and design constraints associated with unsafe control actions (UCAs) are offered to progress in the route to certification for distributed crewing, and improve safety in current operations. Control loops between stakeholders were created using system-theoretic process analysis (STPA). The factors leading to the Helios 255 incident demonstrated the redundancy that a ground station could offer without the risk of hypoxia, during a decompression incident. STPA analysis also highlighted initial UCAs that could occur within the hypothetical distributed crewing configuration, prompting consideration of design constraints and new CONOPS for ground station design. Practitioner Summary: SPO in commercial aircraft is likely as a means to reduce costs. This paper makes a case for distributed crewing using STAMP-STPA. Comparing current operations with a distributed crewing configuration, the redundancy offered by a ground station is demonstrated. Design constraints and new CONOPs for distributed crewing, and current operations are proposed.

The results demonstrate that to evaluate pilot performance fully in large aircraft, it is necessary to employ performance metrics targeted at both the outer control loop (flight path) and the inner control loop (flight control) parameters in parallel, evaluating both the product and process of a pilot's performance.

Flight crews’ capacity to conduct take-off and landing in near zero visibility conditions has been partially addressed by advanced surveillance and cockpit display technology. This capability is yet to be realised within the context of manoeuvring aircraft within airport terminal areas. In this paper the performance and workload benefits of user-centre designed visual and haptic taxi navigational cues, presented via a head-up display (HUD) and active sidestick, respectively, were evaluated in simulated taxiing trials by 12 professional pilots. In addition, the trials sought to examine pilot acceptance of side stick nose wheel steering. The HUD navigational cues demonstrated a significant task-specific benefit by reducing centreline deviation during turns and the frequency of major taxiway deviations. In parallel, the visual cues reduced self-report workload. Pilot’s appraisal of nose wheel steering by sidestick was positive, and active sidestick cues increased confidence in the multimodal guidance construct. The study presents the first examination of how a multimodal display, combining visual and haptic cues, could support the safety and efficiency in which pilots are able to conduct a taxi navigation task in low-visibility conditions.

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