UAS Operations Training: Justin Hensley's Insights

Training and Operations: Lessons Learned by Airlines and Their Application to Part 108 for Drone Training and UAS Operations

Justin Hensley, Airline and Helicopter Instructor, UAS Success

When it comes to drone training and managing unmanned flight operations, there is no need to reinvent the wheel; the airline and helicopter industry has already laid the groundwork. The initial training for a Part 107 Remote Pilot Certificate is fairly straightforward—prepare for and pass a knowledge exam. The current version of the exam has its strengths and weaknesses in preparing pilots for real-world UAS operations, but it is far superior to its original version from 2017. In this discussion, we will outline some of the exam's strengths and weaknesses, as well as what additional training could help bridge those gaps. Manned operators utilize various methods to identify weaknesses in their training, including non-punitive observations. A fellow pilot, who is not in a supervisory role, simply observes daily flight operations, collecting anonymous data on procedural compliance, intentional and unintentional non-compliance, and overall performance. This anonymous data provides invaluable insights into the safety and efficiency of an operation; we will explore simple ways to facilitate this process. Regarding non-punitive reporting, historically, if a manned aviator made a mistake, there was no process for self-disclosure. Out of fear of punishment or certificate action by the FAA, many pilot errors were swept under the rug. The issue with this practice is that keeping errors quiet often leads to their repetition by other pilots in the future. Eventually, the FAA recognized that failing to share and learn from errors could lead to accidents. Today, most commercial operators have an ASAP Program, which allows pilots, mechanics, dispatchers, and flight attendants to self-disclose errors. This self-disclosure yields invaluable data regarding training effectiveness and helps identify gaps in a training program, while also offering certificate protection for the pilot. Currently, there are no FAA-approved ASAP programs for Part 107 operations, and the FAA has expressed no intent to approve one (believe me, I tried a couple of years ago). However, an employer can create an in-house version of an ASAP program; we will discuss essential qualities that an internal, punitive-free safety reporting program for pilots should possess, as well as the significant benefits of having one. Lastly, we will touch on what operating under Part 108 entails and how this framework will resemble running an airline.

Operating UAS since 1996, I have founded three successful UAS businesses, focusing on drone training in both airplanes and helicopters. With 25 years as a Certified Flight Instructor (CFI) and thousands of flight hours instructing in helicopters and airplanes, I'm also a former Part 135 Check Airman in helicopters. Currently, I serve as a Pilot/Instructor/Check Airman for JetBlue on the Airbus A220 and hold the position of Chief Pilot (UAS) at Essential Aero. I authored the first FAA-accepted Part 107 Training and Operations Manuals, as well as the industry-first 107.145 waiver for a heavy-lift sUAS. Additionally, I am a FAAST member with the Orlando FSDO. My online Part 107 training course boasts a 100% pass rate, making it an excellent resource for those pursuing pilot certification and UAS operations.