Unit 4 Unmanned Aircraft Module 2 – Human Factors and UAS

Module 2 – human factors and uas 2.1 – Understanding ADM and Risks Aeronautical decision making (ADM) The importance of learning and understanding effective ADM skills cannont be overemphasized Progress is continually made n pilot training methods, aircraft equipment and systems, and services for pilots, but accidents still occur Human factor leads to approximately 80 of accidents, most on landing and takeoff ADM is a systematic approach to risk assessment and stress management To understand ADM must know how personal attitudes can influence decision-making and how those attitudes can be modified to enhance safety in the operation of a small UAS

Module 2 – human factors and uas 2.1 – Understanding ADM and Risks 107.77 Change of name or address Change of name. An application to change the name on a certificate issued under this subpart must be accompanied by the applicant’s: (1) Remote pilot certificate with small UAS rating; and (2) A copy of the marriage license, court order, or other document verifying the name change. The documents in paragraph (a) of this section will be returned to the applicant after inspection. Change of address. The holder of a remote pilot certificate with small UAS rating issued under this subpart who has made a change in permanent mailing address may not, after 30 days from that date, exercise the privileges of the certificate unless the holder has notified the FAA of the change I address using one of the following methods: (1) By letter to the FFA Airman Certification Branch, PO Box 25082, Oklahoma City, Ok, 73125 providing the new permeant mailing address, or if the permanent mailing address includes a post office box number, then the holder’s current residential address; or (2) By using the FAA website portal at www.faa.gov providing the new permanent mailing address, or if the permanent mailing address includes a post office box number, then the holder’s current residential address

Module 2 – human factors and uas 2.1 – Understanding ADM and Risks History of ADM First developed by airline companies to reduce accidents caused by human factors Crew resource management (CRM) focused on effective use of all available resources: Human resources Hardware Information supporting ADM Goal for all flight crews is good ADM using CRM is one way to make good decisions Prompted FAA to require decision-making lessons in pilot training Aeronautical Decision Making and Risk Management are topics that the FAA required to test an applicant about for the issuance of a sUAS certificate Steps for good decision-making are: Identifying personal attitudes hazardous to safe flight Learning behavior modification techniques Learning how to recognize and cope with stress Developing risk assessments skills Using all resources Evaluation the effectiveness of one’s ADM skills

Module 2 – human factors and uas 2.1 – Understanding ADM and Risks 107.79 Voluntary surrender of certificate The holder of a certificate issued under this subpart may voluntarily surrender it for cancellation. Any request made under paragraph (a) of this section must include the following signed statement of its equivalent: “I voluntarily surrender my remote pilot certificate with a small UAS rating for cancellation, This request is made for my own reasons, with full knowledge that my certificate will not be reissued to me unless I again complete the requirements specified in 107.61 and 107.63 Risk Management Goal is to proactively identify safety-related hazards and mitigate the associated risks Inherent risk in a flight can be reduced or even eliminated The ability to make good decisions is based upon direct or indirect experience and education Formal risk management is a six step process Identify Hazards Assess Risks Analyze Controls Make Control Decisions Use Controls Monitor Results

Module 2 – human factors and uas 2.1 – Understanding ADM and Risks Risk Management Four fundamentals of risk management Accept no unnecessary risk Make risk decisions at the appropriate level Accept risk when benefits outweighs dangers Integrated risk management into planning at all levels Margin for error in aviation is very slim Since ADM enhance management of an aeronautical environmental , all pilots should become familiar with and employ ADM CRM & SRM Crew Resource Management has been adapted to Single-Pilot Resource Management SRM is the art and science of managing all the resources available to a single pilot Enables pilot to accurately assess and manage risk and make accurate and timely decisions All about helping learn how to gather information, analyze it, and make decisions

Module 2 – human factors and uas 2.1 – Understanding ADM and Risks Hazardous Attitudes Antidote Anti-authority: “Don’t tell me” Follow the rules. They are usually right Impulsivity: “Do it quickly” Not so fast. Think first Invulnerability: “It won’t happen to me” It could happen to me. Macho: “I can do it” Taking chances is foolish Resignation: “What’s the use?” I’m not helpless. I can make a differance Hazard and Risk Two defining elements of ADM Hazard is a real or perceived condition, event, or circumstance that a pilot encounters Pilots make an assessment based upon various factors and assign a value Risk is an assessment of the single or cumulative hazard facing a pilot Pilots see hazards differently Hazards Attitudes and Antidotes Attitude is a motivational predisposition to respond to people, situations, or events in a given manner Five hazardous attitudes have been identified These attitudes contribute to poor pilot judgement Recognition of hazardous attitudes is the first step to neutralizing them

Module 2 – human factors and uas 2.1 – Understanding ADM and Risks Risk For each flight pilots must assess the degree of risk and determine the best way to mitigate the risk Mitigating Risk Use the IMSAFE checklist to determine physical and mental readiness Illness – Am I sick? Medication – Can my meds affect my decision making? Stress – stress can cause concentration issues Alcohol – Have I had a drink with 8 hours? Fatigue – Am I tired and not adequately rested? Emotion – Am I emotionally upset?

Module 2 – human factors and uas 2.2 – PAVE and Decision-Making Process PAVE Checklist In order to mitigate risk we can perceive hazards first, we do this by incorporating the PAVE checklist Risks are divided into four categories Pilot-in-Command Aircraft enVironment External pressures The pilot is one of the risk factors in a flight Must ask “Am I ready for this flight” In terms of Experience Recency Currency Physical Emotional Use the IMSAFE checklist to provide answers

Module 2 – human factors and uas 2.2 – PAVE and Decision-Making Process Aircraft What are the limitations on the aircraft Is this the right aircraft for the flight? Am I familiar with the current in this aircraft? Can this aircraft carry planned load? enVironment Weather is a major environmental consideration As you evaluate the weather for a flight you should consider the following What is the current ceiling and visibility? Consider the possibility that th weather may be different than forecast. Are there any thunderstorms present or forecast? If there are clouds, is there any icing, current or forecast? What is the temperature/dew point spread and the current temperature at altitude? Terrain evaluation is an important component Airspace – check airspace and TFRs

Module 2 – human factors and uas 2.2 – PAVE and Decision-Making Process 107.200 Waiver policy and requirements The Administrator may issue a certificate of waiver authorizing a deviation from any regulation specified in 107.205 if the Administrator finds that a proposed small UAS operation can safely be conducted under the terms of that certificate of waiver. A request for a certificate of waiver must contain a complete description of the proposed operation and justification that establishes that the operation can safely be conducted under the terms of a certificate of waiver. Prescribe additional limitation s that the Administrator considers necessary. A person who receives a certificate of waiver issued under this section: May deviate form regulations of this part to the extent specified in the certificate of waiver; and Must comply with any conditions or limitations that are specified in the certificated of waiver External Pressures Influences that create a sense of pressure to complete a flight, often at the expense of safety. Include Desire to demonstrate pilot qualifications Desire to impress someone Goal completion orientation Emotional pressure associated with acknowledging that skill and experience levels may be lower than a pilot would like it to be Managing External Pressures is key to risk management Use personal standard operating procedures to manage external pressures

Module 2 – human factors and uas 2.2 – PAVE and Decision-Making Process Human Factors Directly cause or contribute to many aviation accidents Primary contributor in more than 80% of aircraft accidents Usually associated with flight operations, but becoming more concerning in maintenance and air traffic management Human factor science, or human factors technologies – covers the science of understanding, the properties of human capability, the application of this understanding to the design, development and deployment of systems and services, and the successful application in to all aspects of aviation Involves gathering research specific to certain situations, such as flight, maintenance, stress levels, and knowledge about human abilities, limitations, and other characteristics and applying it to tool design, machines, systems, tasks, jobs, and environments to produce safe, comfortable, and effective human use= The Decision Making Process Understanding the decision-making process provides foundation for developing ADM and SRM skills Risk Management and risk intervention are decision-making processes designed to systematically identify hazards, assess the degree to risk, and determine the best course of action. Involve identification of hazards, followed by assessments of the risks, analysis of the controls, making control decisions, using controls, and monitoring the results

Module 2 – human factors and uas 2.2 – PAVE and Decision-Making Process The Decision Making Process Two models of a structured framework for problem-solving and decision-making are the 3P using PAVE and DECIDE models. Single-Pilot Resource Management (SRM) About how to gather information, analyze it, and make decisions There is no one write answer in ADM Each pilot is expected to analyze each situation in light of experience level, personal minimums, and current physical and mental readiness level, and make his or her own decision Perceive, Process, Perform (3P) Model Model for ADM offers a simple, practical, and systematic approach that can be used during all phases of flight The pilot will: Perceive – the given set of circumstances for a flight Process – by evaluating their impact on flight safety Perform – by implementing the best course of action Use for every aeronautical decision that you make The goal is to develop situation awareness by perceiving hazards, which are present events, objects, or circumstances that could contribute to an undesired future event

Module 2 – human factors and uas 2.2 – PAVE and Decision-Making Process PAVE Checklist: Identify Hazards and Personal Minimums Solid approach to decision –making is through the use of analytical models such as 3P and DECIDE Decision-Making in a Dynamic Environment Experts take the first workable option they can find, While it may not be the best of all possible choices, it often yields remarkably good results Automatic Decision-Making Terms “naturalistic” and “automatic decision-making” have been used to describe this type of decision- making. Reflexive type of decision-making anchored in training and experience and is most often used in times of emergencies when there is not time to practice analytical decision-making

Module 2 – human factors and uas 2.2 – PAVE and Decision-Making Process DECIDE Model Detect – detects the fact that change has occurred Estimate – estimates the need to counter or react to the change Choose – chooses a desirable outcome for the flight Identify – identifies actions which could successfully control the change Do – takes the necessary action Evaluate – evaluates the effect(s) of his/her action countering the change

Module 2 – human factors and uas 2.2 – PAVE and Decision-Making Process Operational Pitfalls Tendencies or operational pitfalls the come with the development of pilot experience Classic behavioral traps into which pilots are know to fall Desires to meet goals can have an adverse effect on safety and contribute to unrealistic assessment of piloting skills Peer Pressure – poor decision-making based on emotional response to peers Mindset – inability to recognize and cope with changes in a given situation Get-there- it is – impairs pilot judgment through a fixation on the original goal or destination, combined with a disregard for any alternative course of action Duck-under syndrome – temptation to go below minimums Scud running – pilot tries to maintain visual contact with the terrain at low altitudes while instrumentation condition exists Continuing VFR into instrument conditions – spatial disorientation or collision with ground may occur when a pilot continues VFR into instrument conditions Getting behind the aircraft – allowing events or situation to control pilot actions Loss of positional or situational awareness – extreme case of getting behind the aircraft Operating without adequate fuel reserves – ignoring minimal fuel reserve requirement is generally the result of overconfidence, lack of flight planning, or disregarding applicable regulations Descent below the minimum en route altitude – similar to duck under but in IFR flight Flying outside the envelope – belief aircraft can handle pilot’s overestimated flying skills Neglect of flight planning, preflight inspections, and checklists – may rely on experience instead of established procedures and published checklists

Module 2 – human factors and uas 2.2 – PAVE and Decision-Making Process Stress Management Certain amount of stress is good, keeps you alert and prevents complacency Performance increases with onset, peaks, and falls rapidly as levels exceed an ability to cope Effective decisions are impaired by stress Can be Acute or Chronic Stressors Environmental – conditions in the environment, temp, humidity, noise, vibration, lack of O2 Physiological – fatigue, lack of physical fitness, sleep loss, missed meals, and illness Psychological – social or emotional factors, death in the family, divorce, sick child, demotion at work, can be related to metal workload

Module 2 – human factors and uas 2.3 – Situational Awareness & Inflight Emergency Situational Awareness (SA) Accurate perception and understanding of all the factors and conditions within the five fundamental risk elements Flight Pilot Aircraft Environment Type of operation Involves establishing an accurate mental picture of the scenario Obstacles to Maintaining SA Fatigue Stress Work Load Distraction that diverts the pilot’s attention from monitoring the aircraft

Module 2 – human factors and uas 2.3 – Situational Awareness & Inflight Emergency Workload Management Accomplished by planning, prioritizing, and sequencing tasks Experienced pilots can prepare for high workload periods during low workload When work overload exists pilots need to stop, think, slow down, and prioritize Important to understand how to decrease workload Emergency Procedures Usually an unexpected and unforeseen event Can have serious consequences for an unprepared remote pilot During an emergency you can deviate from any part of 107 Must report deviation if asked to by the FAA

Module 2 – human factors and uas 2.3 – Situational Awareness & Inflight Emergency 107.205 List of regulation subject to waiver A certificate of waiver issued pursuant to 107.200 may authorize a deviation from the following regulations of the part: (a) Section 107.25 – Operation form a moving vehicle or aircraft. However, no waiver of this provision will be issued to allow the carriage of property of another by aircraft for compensation or hire. (b) Section 108.29 – Daylight operation. (c) Section 107.31 – Visual line of sight aircraft operation. However, no waiver of this provision will be issued to allow the carriage of property of another by aircraft for compensation or hire. (d) Section 107.33 – Visual observer (e) Section 107.35 – Operation of multiple small unmanned aircraft systems. (f) Section 107.37 (a) – Yielding the right of way (g) Section 107.39 – Operation over people (h) Section 107.41 – Operation in certain airspace. (i) Section 107.51 – Operating limitation for small unmanned aircraft.