Remote PIC Responsibilities
The Remote Pilot in Command has final authority and responsibility for every Part 107 flight. This section covers what that authority requires.
Final Authority
- The Remote PIC is directly responsible for the safety and legality of the operation
- Must be designated before each flight (designation can be transferred to another certificated Remote PIC during the flight, while maintaining VLOS)
- Must ensure the operation poses no undue hazard to people, aircraft, or property in the event of loss of control
- Must ensure compliance with all applicable Part 107 regulations
Supervising a Non-Certificated Operator
A non-certificated person may operate the sUAS only if directly supervised by the Remote PIC, who must have the ability to immediately take direct control of the aircraft.
- The Remote PIC remains responsible for identifying hazardous conditions
- The Remote PIC's ability to regain control is what ensures safety — losing that ability voids the supervision
- Methods include physical proximity to the control station, buddy-box systems, or pre-programmed safe modes (return-to-home, auto-hover)
Visual Observers
Use of VOs is optional but recommended for complex or high-risk operations. They cannot extend visual line of sight beyond what the Remote PIC could see — they supplement, not replace, the RPIC's awareness.
- Must be positioned to see the sUAS continuously
- Must have a means to communicate aircraft and traffic position to the Remote PIC and person manipulating the controls
- Useful when the Remote PIC is momentarily focused on displays or another mission-critical task
Situational Awareness
Build situational awareness before and during every flight by gathering as much information as possible about:
- Aircraft performance capabilities and limitations
- Weather conditions (current and forecast) — get a weather briefing
- Surrounding airspace, including any TFRs or restricted areas
- ATC requirements (LAANC, DroneZone authorizations)
- Local hazards — terrain, obstacles, people, ground traffic
- Information sources: NOAA/AWC weather, ATC, FAA briefings, local pilots, landowners
Crew Resource Management (CRM)
CRM is the effective use of all available resources — human, hardware, and information — to ensure a safe operation. The same principles used in manned aviation apply to sUAS:
- Delegate operational tasks and manage crew members so no one becomes over-tasked
- Assess the operating environment and determine the appropriate crew size before the flight
- Inform participants of delegated tasks and set clear expectations
- Foster open communication — encourage crew to speak up about hazards
- Establish communication procedures and methods (hand-held radios, hand signals) before launching
- Recognize and address hazardous attitudes in yourself and your crew
The Five Hazardous Attitudes
FAA-identified mental patterns that interfere with sound aeronautical decision making. Memorize them — and the antidote phrase for each.
- Anti-Authority ("Don't tell me!") — Antidote: Follow the rules. They are usually right.
- Impulsivity ("Do something — quickly!") — Antidote: Not so fast. Think first.
- Invulnerability ("It won't happen to me.") — Antidote: It could happen to me.
- Macho ("I can do it.") — Antidote: Taking chances is foolish.
- Resignation ("What's the use?") — Antidote: I'm not helpless. I can make a difference.