The world’s first aircraft manufacturer introduces automatic take-off technology

Brazilian aircraft manufacturer Embraer this week announced the introduction of a first-of-its-kind system that automates the takeoff process on its E2 aircraft, one of its single-aisle commercial jets. The takeoff phase of a flight has traditionally been managed exclusively by human pilots, and the new system promises to reduce pilot workload in the cockpit.

The announcement was made at the Farnborough International Airshow, with the aircraft manufacturer highlighting the system’s potential to optimise payload and extend range at challenging airports such as London City (LCY). Embraer says that apart from a software update, no aircraft modifications are required to automate the take-off process.

Flight phase automation has been a feature of commercial aviation since the 1960s, but its use has become more widespread in the past few decades, generating some controversy in aviation circles.

Concerns have been raised about the potential displacement of pilots and reliance on automated systems. The Airline Pilots Association, the world’s largest pilots’ union, has expressed serious concerns about the transition to autonomous flight operations.

“While ALPA supports the use of technology to enhance safety and sustainability initiatives for our air transportation system, the Association has and will continue to oppose certain aspects of these new concepts, such as autonomous flight operations, the use of artificial intelligence to remove pilots from the aircraft, or limiting human involvement in the control of the aircraft,” a union spokesman said. Newsweek.

Embraer’s autonomous takeoff technology is a world leader in commercial aircraft. The E2 Enhanced Take Off System (E2TS), which is scheduled to enter service in late 2025, is expected to offer an additional range of about 350 miles. While pilots remain responsible for heading and power lever settings, the system manages the roll.

Ella Atkins, chair of the Kevin T. Crofton Department of Aerospace and Ocean Engineering at Virginia Tech, said technical concerns about automatic takeoff, one of the most important and complicated elements of any flight, are overblown.

She said pilots already trust autopilots and instruments to fly safely in bad weather. “Adding that responsibility for takeoff is not going to be a significant increase in confidence for a well-trained pilot,” she said.

Embraer’s push for automated takeoff systems underscores the delicate balance between technological innovation and aviation safety, and comes after two high-profile Boeing 737 crashes that were linked to automatic flight control software that failed to properly communicate information to pilots.

While E2TS promises increased efficiency and reduced pilot workload, Atkins does not believe that automation of flight operations will replace pilots in the cockpit, as some suggest.

“Flight crews will continue to monitor and intervene in automation until certifying bodies like the FAA approve fully autonomous flight (without pilot supervision required). I expect that at least one pilot will be required to supervise autonomy for the next decade, more because the community does not trust autonomy than because autonomy cannot operate reliably under all conditions it is required to operate,” she said.

Despite advances in on-board technology, there is still a significant trust deficit in fully autonomous systems, especially among the flying public. Atkins predicted that pilot supervision will remain a requirement for at least another decade, though more because of a lack of trust than technical shortcomings.

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