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Crew resource management for Part 107 crews
Crew resource management (CRM) means using all available resources, people, hardware and information, to make safe decisions. For a Part 107 crew that means clear roles for the remote PIC, the person at the controls and any visual observer, a briefing before flight (14 CFR 107.49(b)), and open communication that keeps nobody overloaded.
What is CRM in a drone operation?
AC 107-2A, paragraph 5.3, calls CRM a component of aeronautical decision-making in which the pilot makes effective use of all available resources: human resources, hardware and information. Many remote pilots use a visual observer, oversee another person at the controls, or interact with others, so the remote PIC must be able to function in a team environment and maximize team performance. The skill set includes situational awareness, proper allocation of tasks, avoidance of work overloads for yourself and others, and effective communication with the crew.
The study guide adds history: the airline industry developed CRM training to reduce accidents caused by human factors, and the goal is good aeronautical decision-making. It estimates that approximately 80 percent of aviation accidents are related to human factors. For the broader decision-making picture, including the hazardous attitudes and the 3P model, see aeronautical decision-making.
Sources (checked 2026-11-14): FAA Advisory Circular 107-2A; FAA Remote Pilot sUAS Study Guide (FAA-G-8082-22).
Who is on the crew and what does each person do?
Part 107 recognizes three roles that matter for CRM:
| Role | Who | Key rule |
|---|---|---|
| Remote pilot in command | Holds the certificate and is the final authority | 14 CFR 107.19(b): directly responsible for and final authority over the operation |
| Person manipulating the flight controls | A certificated remote pilot, or someone under direct supervision | 14 CFR 107.12(a)(2): the remote PIC must be able to take direct control immediately |
| Visual observer (optional) | Designated by the remote PIC to help see the aircraft and the airspace | 14 CFR 107.33: effective communication, VLOS capability, scanning for collision hazards |
AC 107-2A explains how a remote PIC can keep the ability to take over: a buddy box with two control stations, standing close enough to take over the controller physically, or an automation system that puts the aircraft into a safe mode such as hover or return home. Using a VO is optional, but the AC says it lets the remote PIC and the person at the controls do other mission-critical duties, such as checking displays, while the VO helps keep situational awareness of the aircraft.
Sources (checked 2026-11-14): 14 CFR 107.12 (eCFR); 14 CFR 107.19 (eCFR); 14 CFR 107.33 (eCFR); FAA Advisory Circular 107-2A.
What does the crew briefing have to cover?
14 CFR 107.49(b) requires the remote PIC to ensure that all persons directly participating in the operation are informed about the operating conditions, emergency procedures, contingency procedures, roles and responsibilities, and potential hazards. The study guide says the same, noting that the briefing goes to any visual observers and to any non-certificated person allowed to manipulate the flight controls. AC 107-2A adds that when conditions change, the remote PIC should brief the crew on the changes and any needed adjustments.
Worked example
A two minute briefing for a roof inspection
Say a remote PIC, a person at the controls (under direct supervision) and a VO will inspect a warehouse roof at 120 ft AGL.
- Conditions: wind 8 knots from the west, a flat area south of the building for landing, a road to the east.
- Roles: the person at the controls flies, the VO keeps eyes on the aircraft and the sky and calls traffic, the remote PIC monitors the plan and can take control at any time.
- Communication: handheld radio, short phrases, the VO calls "traffic" with a clock position.
- Emergencies: lost link means return to home at the set altitude, low battery means land now, and anyone can call "land".
- Hazards: power lines north of the building, a pedestrian path to the east.
This is a made-up example, but each item maps to one of the five topics in 107.49(b).
Sources (checked 2026-11-14): 14 CFR 107.49 (eCFR); FAA Remote Pilot sUAS Study Guide (FAA-G-8082-22); FAA Advisory Circular 107-2A.
How should the crew communicate?
14 CFR 107.33(a) says the remote PIC, the person at the controls and the visual observer must maintain effective communication with each other at all times, and they must coordinate to scan the airspace for collision hazards and maintain awareness of the aircraft's position by direct visual observation. AC 107-2A, section 5.9.2, lists what the VO must be able to communicate: the aircraft's location, attitude, altitude and direction of flight; the position of other aircraft or hazards in the airspace; and the determination that the aircraft does not endanger the life or property of another.
Appendix A adds the CRM view. The crew must work out a method of communication, such as a handheld radio or another effective means that would not create a distraction, and the remote PIC should choose the method before flight. Good CRM, the AC says, creates an environment where open communication is encouraged and expected. In practice that means anyone on the crew can say they see a hazard or are uncomfortable, and the remote PIC listens.
Sources (checked 2026-11-14): 14 CFR 107.33 (eCFR); FAA Advisory Circular 107-2A.
What is task saturation and how do I avoid it?
The study guide's workload management section says effective workload management ensures essential operations are accomplished by planning, prioritizing and sequencing tasks to avoid work overload. The first effect of high workload is working harder but accomplishing less. As workload rises, attention cannot be spread over several tasks and the pilot may focus on one item. A task-saturated pilot has no awareness of input from various sources, so decisions are made on incomplete information and the chance of error rises. The remedy given: stop, think, slow down and prioritize.
AC 107-2A A.2.5.3 puts the crew side plainly: the remote PIC should use enough crewmembers so that no one on the team becomes overloaded, because once a member is overworked there is a greater possibility of an incident or accident.
Worked example
Sorting the tasks
Say a pilot is filming a construction site, watching the video feed, checking battery, tracking a truck that entered the area and answering a client's question. Five tasks for one person. A better split: the person at the controls watches the aircraft and the scene, the VO tracks the truck and the sky, the remote PIC handles the client and the battery. If the crew has only one person, the answer is to shorten the flight, land and talk to the client after landing.
Sources (checked 2026-11-14): FAA Remote Pilot sUAS Study Guide (FAA-G-8082-22); FAA Advisory Circular 107-2A.
How do I keep situational awareness?
The study guide defines situational awareness as the accurate perception and understanding of all the factors and conditions within five risk elements (flight, pilot, aircraft, environment and type of operation) that affect safety before, during and after the flight. Fatigue, stress and work overload can make a pilot fixate on a single perceived important item and reduce awareness of the whole flight, and a distraction that diverts the pilot's attention from monitoring the aircraft contributes to many accidents.
- Use the VO to watch the airspace while you watch the display.
- Glance at the controller briefly without losing the ability to see the aircraft. AC 107-2A allows brief moments of looking away, such as checking battery, but VLOS must be regained as soon as practicable.
- Keep gathering information: weather briefing, ATC, the FAA, local pilots and landowners, per AC 107-2A A.2.5.4.
- Update the crew when conditions change.
Sources (checked 2026-11-14): FAA Remote Pilot sUAS Study Guide (FAA-G-8082-22); FAA Advisory Circular 107-2A.
What is automation complacency?
AC 107-2A says that, as in manned operations, complacency and overconfidence can be risks, and that the remote PIC must be able to take over an automated aircraft at any time: during automated flight the pilot must be able to change routing or altitude or command a landing immediately. The PHAK's chapter on ADM adds a fuller description from the manned side: humans are characteristically poor monitors of automated systems, the more reliable the system the poorer the human performance, and it is a paradox of automation that advanced technology can both increase and decrease pilot awareness. Pilots who fail to monitor slide into the "complacent role of passenger in command."
The same chapter recommends habits that fit a drone crew: double-check programming, verify waypoints and routes before departure, use callouts even when flying alone, and match the level of automation to your proficiency. For a Part 107 pilot, that means verifying the flight plan and the return altitude before launch, calling out mode changes, and staying ready to take the sticks. Also see lost link and flyaway procedures.
Sources (checked 2026-11-14): FAA Advisory Circular 107-2A; FAA Pilot's Handbook of Aeronautical Knowledge.
What is single-pilot resource management?
The study guide notes that CRM concepts apply to single-pilot flights and led to Single-Pilot Resource Management (SRM), defined as the art and science of managing all the resources available to a single pilot, before and during flight, to ensure the flight's successful outcome. SRM includes ADM, risk management, task management, automation management, controlled flight into terrain awareness and situational awareness. If you fly alone, you are the whole crew: brief yourself with the 107.49 items, run the checklist out loud and set your own limits.
Sources (checked 2026-11-14): FAA Remote Pilot sUAS Study Guide (FAA-G-8082-22).
What do the test questions usually ask?
- Who must be briefed before a flight: all persons directly participating in the operation, including VOs and non-certificated people at the controls.
- What the briefing includes: conditions, emergency and contingency procedures, roles and responsibilities, potential hazards.
- That CRM means using all available resources, human, hardware and information.
- That communication among the remote PIC, the person at the controls and the VO must be effective at all times.
- That task saturation or work overload reduces awareness and increases errors.
AC 107-2A offers a sample risk assessment tool, but it is an example: the AC says others are available, and the remote PIC does not have to use that exact table. Try the free practice test for more. Related: VLOS and visual observers and physiology and fitness.
Sources (checked 2026-11-14): 14 CFR 107.49 (eCFR); FAA Advisory Circular 107-2A; FAA Remote Pilot sUAS Study Guide (FAA-G-8082-22).
Free practice questions on this topic
2 original questions from the Sectional Cue bank. Try each one, then open the answer.
Crew briefing
1. Before flight, which people must the remote pilot in command make sure are informed about emergency procedures, roles and potential hazards?
- Every person within 500 feet of the takeoff point
- All persons directly participating in the operation
- The nearest air traffic control facility, by phone before launch
Show answer and explanation
B. All persons directly participating in the operation
Section 107.49(b) requires the remote pilot in command to ensure all persons directly participating are informed about operating conditions, emergency and contingency procedures, roles and responsibilities, and potential hazards. Nothing requires briefing everyone within 500 feet. Air traffic control is not a crew member to be briefed.
Source: 14 CFR 107.49(b)
Risk tool format
2. Must a remote PIC use the Figure A-2 table in AC 107-2A for risk assessments?
- No, it is an example; other tools, including ones the remote PIC develops, may be used
- Yes, and the completed table must be submitted to the FAA before each flight
- Yes, but only for operations at night
Show answer and explanation
A. No, it is an example; other tools, including ones the remote PIC develops, may be used
AC 107-2A says the Figure A-2 example should not be considered a required format and that other tools, including self-developed ones, can be used. Part 107 has no rule requiring risk tables to be submitted. The AC ties no format to night operations.
Source: AC 107-2A, App. A, para A.4 and A.4.6
Related guides
- Aeronautical decision-making, CRM and human factors
- Part 107 visual line of sight and visual observers explained
- Physiology and fitness to fly: IMSAFE, fatigue, alcohol and night vision
- Lost link and flyaway procedures: planning before the signal drops
- Free Part 107 practice questions
- All Part 107 guides
Study the charts on your phone
Sectional Cue has 1150+ original questions with explanations, 27 FAA figures you can tap to read, and timed 60-question rehearsals. About 152 questions and three chart lessons are free.
Sources
- FAA Advisory Circular 107-2A, checked 2026-11-14
- FAA Remote Pilot sUAS Study Guide (FAA-G-8082-22), checked 2026-11-14
- FAA Pilot's Handbook of Aeronautical Knowledge, checked 2026-11-14
- 14 CFR 107.49 (eCFR), checked 2026-11-14
- 14 CFR 107.33 (eCFR), checked 2026-11-14
- 14 CFR 107.12 (eCFR), checked 2026-11-14
- 14 CFR 107.19 (eCFR), checked 2026-11-14
How this page was made: written by Certloom Learning from the sources above, with the rules checked against the current regulation text. Practice items are original questions from the app's reviewed bank. Spot an error? certloomlearning@gmail.com.