1. Unit 4 Unmanned Aircraft
Module 2 – Human Factors and UAS

2. 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

3. Module 2 – human factors and uas
2.1 – Understanding ADM and Risks
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, 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 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

4. 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

5. Module 2 – human factors and uas
2.1 – Understanding ADM and Risks
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 and
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

6. 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

7. 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

8. 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?

9. 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

10. 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

11. Module 2 – human factors and uas
2.2 – PAVE and Decision-Making Process
Waiver policy and requirements
The Administrator may issue a certificate of waiver authorizing a deviation from any regulation specified in 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

12. 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

13. 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

14. 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

15. 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

16. 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

17. 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

18. 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

19. 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

20. Module 2 – human factors and uas
2.3 – Situational Awareness & Inflight Emergency
List of regulation subject to waiver
A certificate of waiver issued pursuant to may authorize a deviation from the following regulations of the part: (a) Section – 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 – Daylight operation. (c) Section – 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 – Visual observer (e) Section – Operation of multiple small unmanned aircraft systems. (f) Section (a) – Yielding the right of way (g) Section – Operation over people (h) Section – Operation in certain airspace. (i) Section – Operating limitation for small unmanned aircraft.