UAS Crewmember/Operator Requirements

 

What do you think are the most important factors when selecting, certifying, and training UAS operators?  

            Flexibility, adaptability, and top multi-tasking abilities are three of the most important factors to look for when selecting, certifying, and training UAS operators. UAS and the airspace within which they are flown change often, so pilots and operators must be able to adjust accordingly (U.S. Air Force and Space Force Recruiting, 2019). Top multi-taskers present high measures in ability and knowledge (Williams et al., 2014). During selections, pilots/operators should be able to perform multiple tasks in order of importance and redirect attention to tasks when priorities change.

How much does the size and capability of the UAS drive the requirements for crewmember/operator qualification?

            Bailey et al. (2017) evaluated a pilot’s contribution to safe flights. Their data backed the theory that a human’s adaptability is instrumental in overcoming non-normal conditions. Their research concluded that pilots were able to shed workloads, ask for help, and perform actions in enough time to safely complete the operation within acceptable flight performance limits (Bailey et al., 2017). Additionally, the data supported the theory that, due to the complexity of operations and task demands, single pilot operations were not good. The conclusion is especially true in emergency situations.

How much training do you think is required to safely operate a UAS in the NAS?

            I couldn’t quote an actual time limit (hours or months). The amount of training the Federal Aviation Administration (FAA) and the Air Force requires of a pilot to safely operator a UAS can take a while. The FAA requires first-time pilots to be at least 16 years old, be able to read, write, and understand English, be in good physical and mental condition for safe flying, and pass the aeronautical knowledge exam (Federal Aviation Administration, n.d.). The training appears to be self paced; depending on the diligence of the trainee. The Air Force’s UAS pilot training can take seven to nine months; depending on the assigned airframe (U.S. Air Force and Space Force Recruiting, 2017). Both FAA and Air Force training requirements are good starts; as long as they adapt with technology, environment, and the pilots/operators.

Reference

Bailey, R. E., Kramer, L. J., Kennedy, K. D., Stephens, C. L., & Etherington, T. J. (n.d.). An assessment of reduced crew and single pilot operations in commercial transport aircraft operations. IEEE Xplore. https://ieeexplore-ieee-org.ezproxy.libproxy.db.erau.edu/stamp/stamp.jsp?tp=&arnumber=8101988

Federal Aviation Administration. (n.d.). Become a drone pilot. https://www.faa.gov/uas/commercial_operators/become_a_drone_pilot/

U.S. Air Force and Space Force Recruiting. (2017). U.S. Air Force remotely piloted aircraft (RPA) pilot training. YouTube. https://www.youtube.com/watch?v=cs5GGk_2mpA

U.S. Air Force and Space Force Recruiting. (2019). Remotely piloted aircraft (RPA) sensor operator-What are some challenges? YouTube. https://www.youtube.com/watch?v=-oMOxu6S9us 

Williams, H., Carretta, T., Kirkendall, C., Barron, L., Stewart, J., & Rose, M. (2014). Selection of UAS personnel (SUPer) phase I report: Identification of critical skills, abilities, and other characteristics and recommendations for test battery development (No. NAMRU-D-15-16). Naval Medical Research Unit, Dayton. https://ryanblakeney.com/uas-crewmember-operator-requirements/

UAS Mishaps and Accidents

             According to the International Civil Aviation Organization (ICAO) hazard is defined as “a condition that could cause or contribute to an aircraft incident or accident” (International Civil Aviation Organization, 2014). Failure to identify and/or mitigate hazards results in risk taking. Some hazards, such as the use of aircraft oils and lubricants, cannot be eliminated. However, actions can be taken to minimize the risk (of skin contamination) by employing sufficient countermeasures (like nitrile glove).

              The same theory of mitigation and minimization holds true for beyond visual line of sight (BVLOS) operations. One way to mitigate risks during BVLOS operations is to have a hazard, risk, and mitigation contingency plan. Data from previous flights can assist in the understanding of threats, vulnerabilities, and consequences of specific flight scenarios. Further, surveying the environment can also help in building a plan. The plan should describe operations and procedures taken to prevent mishaps and taken in case of emergencies.

            Mishaps and emergencies are inevitable occurrences within the aviation community. However, for the UAS community technology appears to be as great of a contributor to mishaps and accidents as human factors. Wild et al. (2016) presented a significant finding that contrary to popular belief, human factors was not the key contributor to UAS mishaps and accident rates (figure 1). It was noted that operational damage and loss-of-control in flight events were more common, which significantly related to equipment problems (EP) and not human factors. However, when analyzing deeper into equipment problems human factors could possibly be discovered in design or manufacturing.

Figure 1.

Breakdown of data collected from 152 accident and incident cases that occurred between 2005 and 2014.

Note. Image retrieved from Wild et al., (2016).

Thank You

References

International Civil Aviation Organization. (2014). Hazard; Definitions and usage notes. From https://www.icao.int/SAM/Documents/2017-SSP-BOL/CICTT%20Hazard%20Taxonomy.pdf

Wild, G., Murray, J., & Baxter, G. (2016). Exploring civil drone accidents and incidents to help prevent potential air disasters. Edith Cowan University Publications Post 2013. https://ro.ecu.edu.au/cgi/viewcontent.cgi?referer=&httpsredir=1&article=3421&context=ecuworkspost2013