Selected Human Factors Affecting the UAV's Safe Operation

3 Feb

Abstract

The findings of the thesis are presented in this chapter. The questionnaires for the survey are gathered from the 35 respondents. The information is being gathered to test the following hypotheses:

Ho: "The majority of UAV pilots disagree that completing Undergraduate Pilot Training (UPT), being under 40 years old, and having at least 100 flight hours are key traits that all safe UAV pilots should possess.”

H1: "The majority of UAV pilots will agree that completing Undergraduate Pilot Training (UPT), being under 40 years old, and having at least 100 flight hours are key traits that all safe UAV pilots should possess."

"UAV pilots do not feel that having computer abilities and not having been involved in a "human linked" aviation safety event correlates to becoming a safe UAV operator in the USAF," according to Ho.

H2:"UAV pilots think that having computer abilities and not having been involved in a "human-related" aviation safety issue helps to becoming a safe UAV operator in the US Air Force.”

The data is given in tabular and graphical formats. The descriptive statistics are used to report the findings, while the inferential statistics are used to draw conclusions from the data. The obtained data backs up the initial null hypothesis and refutes the first research hypothesis. The evidence, on the other hand, confirms the second research hypothesis and refutes the null hypothesis.

Chapter 4: Findings

The thesis' findings are presented in this chapter. The information gathered is summarised using descriptive statistics. The research also includes inferential statistics, which offer the overall conclusion of the data. The researcher can use inferential statistics to test hypotheses and develop research findings. The data is examined and presented using graphs and tables based on the information gathered. The researcher can offer an accurate picture of the findings and test hypotheses by using graphs and tables to illustrate the data.

Descriptive Statistics

Table 19 shows the descriptive statistics, which reflect the findings' summary. The standard deviation and means of all data are reported in the descriptive statistical table. The descriptive statistics summarise the findings in percentages, allowing the researcher to present the data in tabular and graphical formats. The study confirms the first null hypothesis and rejects the first research hypothesis based on the data gathered and examined. The findings show that the data are not statistically significant enough to support the first study hypothesis. However, based on the data obtained, the study confirms the second research hypothesis and rejects the second null hypothesis.

Inferential Statistics

Inferential statistics are used in the study to determine the likelihood of utilising the data to test the hypotheses. The total number of survey questionnaires distributed is 88; however, the researcher is only able to collect 81 of the 88 survey questionnaires submitted to the respondents. Only 50 people completed all of the survey surveys. The responses of the 15 respondents are thought to be biassed after reviewing the 50 survey questionnaires. The researcher discards the 10 survey questionnaires that contain potential bias, and 35 completed survey questionnaires are eventually accepted, because the study's goal is to provide valid and trustworthy results. The summary of the survey that was eventually approved and utilised to create the study findings is presented in Table 1 and Fig 1.

Table 1: Summary of the Survey

Fig 1: Summary of Survey Collected

Survey Questions and Findings

Based on the opinions of UAV pilots, the first sub-problem is to identify and prioritise the most significant experiences that UAV pilots must acquire in order to operate safely.

The first five questions assess the potential characteristics of UAV pilots. The questions are scaled, with a numerical value of 1 indicating not very significant and 5 indicating highly important, with the following potential responses:

1= Not Very Important 2= Not Important 3= Not Sure 4= Important 5= Very Important

To complete the first order, descriptive analysis is utilised. The descriptive analysis can determine the type of distribution that each question yielded and if a second order analysis is required.

The following are the questions, which are based on the Likert scale:

To show good aviation safety, a UAV pilot should be able to:

Question 1: Graduate from Undergraduate Pilot Training (UPT)

1= Not Very Important 2= Not Important 3= Not Sure 4= Important 5= Very Important

Table 2:

According to the results of the survey, 16 respondents feel that graduating from an undergraduate training institution is not necessary for demonstrating excellent aviation safety, while 12 respondents believe it essential. However, based on their responses, 7 respondents remain unsure. According to the percentages of the data, 45.71 percent of the respondents agree that it is unimportant. While around 34.29 percent believe it is vital. However, 20% of the respondents remain undecided.

Table 2 and Fig 2 provide the summary of the findings of the question 1.

Fig 2: Illustration of the Findings of Question 1

Question 2

To demonstrate effective aviation safety, a Pilot should be Under 40 years old

1= Not Very Important 2= Not Important 3= Not Sure 4= Important 5= Very Important

Table 3:

Fig 3: Findings Pilot should be under 40

According to the data, 66.72 percent of respondents believe that being under the age of 40 has no bearing on demonstrating excellent aviation safety. Only 34.28 percent of respondents feel that being under the age of 40 is critical for demonstrating excellent aviation safety. The results of survey question 2 respondents support the first null hypothesis and refute the first research hypothesis.

Question 3

To demonstrate effective aviation safety, a plot should have a:

Have a minimum of 100 flying hours.

1= Not Very Important 2= Not Important 3= Not Sure 4= Important 5= Very Important

Table 4:

Fig 4 : Having Minimum of of 100 Flying Hours

According to the data, 34% of respondents say it isn't significant, while 40% believe it is. However, 25% of those polled said they aren't sure. According to the results of the study, a majority of respondents feel that a minimum of 100 hours of flight time is required before proving adequate aviation safety.

The study discusses whether the findings support the initial null or alternative hypothesis based on the data supplied.

Findings of the First Null and Alternative Hypotheses

The results of survey questions 1, 2, and 3 let the study assess the first null hypothesis, which states:

H0: "The majority of UAV pilots disagree that completing Undergraduate Pilot Training (UPT), being under 40 years old, and having at least 100 flight hours are key traits that all safe UAV pilots should possess."

The results of survey questions 1, 2, and 3 let the study assess the first alternative hypothesis, which states:

The p-value, which is the level of statistical test used to determine the likelihood of observed difference and whether the null hypothesis is correct, is used to test the initial null hypothesis. The p-value represents the likelihood of observing variations in the sample variation. To accept the null hypothesis, a p-value of more than 0.05 (5 percent) is required.

The Chi-square, on the other hand, is used to determine the likelihood of an obverted difference between two variables, which represents the p-value probability.

To test the first null hypothesis, the results of the first three survey questions must be summarised, as shown in Table 5.

Table 5: Summary of the Findings of Survey Question 1, 2 and 3

Fig 5: Bar Chart Comparing Responses of Survey 1, 2 and 3

The second survey, which reveals that a pilot should be under 40 years old to exhibit effective aviation safety, confirms the first null hypothesis and rejects the first alternative hypothesis, as shown in Fig 5. According to the bar graph in Fig 5, 66.72 percent of respondents believe that being under 40 years old is not significant for demonstrating effective aviation safety, while 34.28 percent feel that being under 40 years old is necessary for demonstrating effective aviation safety. According to the descriptive in Table 19, survey question 2 and 3 respondents support the first null hypothesis and reject the alternative hypothesis.

The study's findings support the first null hypothesis, which states:

The study, on the other hand, rejects the first research hypothesis, which states:

Valenti et al (2004) confirm the conclusions of the first hypothesis by stating that the UAV's primary goal is to carry out missions without involving humans. UAVs are remotely controlled aircraft with extensive dynamic automation systems controlling pre-programmed flight patterns. UAVs are designed for a variety of missions, including assault tasks.

UAVs are also being developed to replace the perilous missions carried out by human aircraft pilots. Many pilots have died in enemy battle while carrying out some of the tasks, while others have died during National Guard duties such as fires, earthquakes, and other natural disasters. "Graduating from Undergraduate Pilot Training (UPT), to be under 40 years old, and have a minimum of 100 flying hours" are not vital traits that all safe UAV pilots should possess because the UAVs are remotely operated by automation systems and not manned by pilots.

Testing the Second Hypothesis

The research then moves on to the second null hypothesis, which states:

"UAV pilots do not feel that not having been involved in a "human-related" aviation safety event or having computer abilities adds to being a safe UAV operator in the USAF," according to Ho.

And there's a study theory that says:

H2: "UAV pilots think that having computer abilities and not having been involved in a "human-related" aviation safety event adds to becoming a safe UAV operator in the USAF.”

Question 4

To demonstrate effective aviation safety, a plot should have a:

3 years of experience as a pilot

1= Not Very Important 2= Not Important 3= Not Sure 4= Important 5= Very Important

Table 6:

Based on the data, the research does not support the claim that having three years of flying experience adds to becoming a safe UAV operator in the US Air Force.

Question 5

To demonstrate effective aviation safety, a plot should:

Possess computer skills

1= Not Very Important 2= Not Important 3= Not Sure 4= Important 5= Very Important

Table 7:

Fig 6: Possessing of Computer Skills

According to the data, more than 82 percent of respondents feel that having computer abilities helps to make a safe UAV operator in the US Air Force. The results of survey 5 back up the second research hypothesis.

Question 6

To demonstrate effective aviation safety, a plot should be Fighter Pilot.

1= Not Very Important 2= Not Important 3= Not Sure 4= Important 5= Very Important

Table 8:

According to the findings, being a fighter pilot in the aviation business does not help to being a safe UAV operator in the United States Air Force.

Table 9: Summary of the Findings of Survey Question 4, 5 and 6

Fig 7: Bar Chart illustrate the Findings of the Survey Question 4, 5 and 6

To further evaluate hypothesis 2, the study goes on to present the results of the remaining survey questions.

Findings of the Rest of the Survey Questions

Question 7: “Have you attended Undergraduate Pilot Training (UPT) or the new UAV operators Course?”

Tick the one appropriate to you

1—UPT 2-- UAV operator course 3-- No previous pilot training

Table 10

According to the findings, every responder had taken an aviation course. Undergraduate Pilot Training (UPT) was attended by 80% of the respondents, whereas UAV operator courses were attended by 20%. According to the data, respondents are aware of the value of attending aviation training classes.

Question 8: What is your age?

Tick the one appropriate to you.

1-- 20-35 2-- 36-50 3-- 51 or older

Table 11

According to the findings, 48.57 percent of the respondents are between the ages of 20 and 35, while 28.57 percent are between the ages of 36 and 50. 22.86 percent of responders, on the other hand, are 22.86 percent.

Question 9: “How many flying hours have you logged?”

Tick the one appropriate to you

1-- 0-750 2-- 751-1500 3-- 1500+

Table 12

According to the statistics, almost 70% of the respondents have recorded fewer than 1500 hours of flying time. Only 28.57 percent of those polled had recorded more than 1500 hours in the air.

Question 10. “How many years of experience do you have as a pilot”?

Tick the one appropriate to you

1-- None 2-- 5 or less 3-- 6-15 4-- 16+

Table 13

According to the statistics, more than 70% of the respondents had up to 5 years of experience as pilots. According to the statistics, more than 70% of respondents had a basic understanding of pilot safety protocols. Because of their expertise as pilots, many of the interviewees are familiar with aviation safety measures.

Question 11. Which of these aircraft have you previously piloted? (Circle all that apply)

1-- "Heavy" aircraft; 2-- "fighter/bomber” aircraft; 3-- rotary aircraft; 4-- none of these”

Table 14

The result of survey question 11 confirms the results of survey question 10. The people that responded had a lot of experience as pilots. More than 65 percent of those polled have previously flown big aircraft, fighter jets, or bombers.

Question 12. “Do you possess computer skills”?

Tick the one appropriate to you

1-- Yes 2 – No

Table 15

The data back up poll question 5, which argues that "a plot should possess computer abilities to demonstrate excellent aviation safety." According to the results of survey question 12, 80% of the respondents are computer savvy. Many of the respondents recognise the necessity of having computing skills in the safety of UAV pilots, according to the data.

Question 13. “’Have you ever been involved in a "human related" aviation safety”, incident?

Tick the one appropriate to you

1-- Yes 2—No

Table 16

Question 14:"Graduating from Undergraduate Pilot Training (UPT), being under 40 years old, and having a minimum of 100 flight hours experience are critical criteria of being a UAV pilot?”

Please Tick One

1-- Strongly Disagree; 2-- Disagree; 3 - Neither Agree or disagree; 4 - Agree; 5 - Strongly Agree

Table 17

Fig 8: Attributes of A UAV Pilot are being under 40, having minimum of 100 flying

Hours and graduating from UPT

The first null hypothesis is accepted, while the first research hypothesis is rejected, according to the results of survey question 14. According to the survey's findings, more than 65 percent of those polled disapprove or strongly disagree with the assertion.

According to the data, the study supports the first null hypothesis, which states:

The study, on the other hand, rejects the first research hypothesis, which states:

Question 15. "To what extent do you agree/disagree with the following statement: UAV pilots with computer skills and who have never been engaged in a human-related event are essential factors in becoming a safe UAV operator in the USAF?”

Please Tick One

1-- Strongly disagree; 2 - Disagree; 3-- Neither agree or disagree; 4-- Agree; 5-- Strongly agree

Table 18

Fig 9: UAV Pilot who posses Computer Skills and never involved in Human Related

Incidents are critical factor in UAV Safe Operator

The study accepts the second research hypothesis based on the data, which states:

H2: "UAV pilots think that having computer abilities and not having been involved in a "human-related" aviation safety event adds to becoming a safe UAV operator in the USAF."

The study, however, contradicts the second null hypothesis, which states:

"UAV pilots do not feel that not having been involved in a "human-related" aviation safety event or having computer abilities adds to being a safe UAV operator in the USAF," according to Ho.

Alexander (2007) argues that advances in computer technology have altered all parts of life, which confirms the findings of hypothesis 2. Computer technology has permeated many aspects of life in today's dynamic technological world. Because the UAV is controlled remotely by a complicated automated computer software, the pilots must have computer skills to ensure the UAV's safety. The deployment of computer technology in the aviation sector has been utilised to minimise fatalities and improve aviation safety.

Because aircraft accidents happen on a regular basis in the aviation business, the UAV was created to reduce the number of accidents and improve aviation safety. With one or two general-purpose flight processors, the UAV platform is well-equipped with computers and sensors. The UAV's Ground Control Station (GCS) is commanded by system operators and managed by computers. To achieve autonomous takeoffs and landings for UAVs, computers automated systems are often employed. (See Appendix 1 for more information.)

Ochieng & Sauer (2003) concur that computer technology is widely utilised in the use of UAVs through the usage of the Global Positioning System (GPS). The Global Positioning System (GPS) has been widely employed to improve flight safety. "GPS offers the necessary degree of safety for various aircraft flight navigation operations. It improves protection against a possible disaster." (P 51, Ochieng & Sauer, 2003).

As a result, having computer skills is essential for operating any UAV equipment and aids to being a safe UAV operator in the USAF. "Human factors are routinely acknowledged as a primary cause of manned aircraft accidents," Williams (2004) adds, bolstering the findings. The ratio of accidents caused by human mistake is estimated to be between 70 and 80 percent ".Unmanned Aerial Vehicles (UAVs) have been designed to carry out risky missions in order to avoid the loss of pilot life and to meet mission criteria. "Unmanned aerial vehicles (UAVs) can fly at high altitudes without the requirement for life-support equipment." (Dixon and Wickens, 2003, p. 2) The pilots are removed from danger and the aircrafts are managed in ways not feasible in manned aircraft since UAVs are flown hundreds of thousands of kilometres away. According to Corrêa et al. (2007), UAV safety paradigms may be reached through the application of artificial intelligence, Multi Agents Systems, which can be utilised to govern UAV automation and improve the safety of UAV operators in the USAF.The adoption of automation systems might ensure that airspace operations are actually safe. Hou et al. (2007) also believe that automation software agents help UAV operators in the USAF make better decisions and operate safely.

Discussion

Pilots have been requested to do perilous jobs throughout history, such as dangerous operations in enemy airspace or National Guard missions during natural catastrophes like earthquakes. Some of these missions resulted in the deaths of hundreds or thousands of pilots, resulting in significant financial and emotional losses for the pilots' families and the military. Unmanned Aerial Vehicles (UAVs) are being developed to solve the concerns of loss of life during manned aircraft operations in order to improve human safety.

(Wickens, S., & Dixon, S., 2003). Despite the enormous measures taken by the US Air Force to improve the safety of UAV operators, there have been several aircraft disasters since the inception of UAVs. UAVs have a history of mishaps, and one of the issues discovered is that there are shortcomings in the human system interface, which contribute to the numerous UAV accidents. Williams (Williams, 2006).

The thesis' findings indicate the essential human-related traits that can help UAVs operate safely. Human variables are one of the essential elements that determine the safety of UAV operations, according to the studies.

Sub Problem Hypothesis One

The study's findings confirm the first null hypothesis, which asserts that it is not necessary for a UAV pilot to be under 40 years old, have completed Undergraduate Pilot Training (UPT), or have a minimum of 100 flight hours before demonstrating safe operations. The first three questions are designed to see if the initial hypothesis is correct.The results of question 1 show that the number of pilots who believe it is not necessary for a pilot to complete Undergraduate Pilot Training (UPT) in order to exhibit effective aviation safety is higher than the number of pilots who believe it is necessary. The mean proportion of "not important" is 22.86 percent, while the mean percentage of "very significant or vital" is 17.15 percent, according to the poll data.The second question yields unexpected findings, with 66.72 percent of respondents disagreeing that a pilot must be under the age of 40 to show good aviation safety. As a result, the answers to questions 1 and 2 confirm the null hypothesis and refute the research hypothesis. However, the answers of question 3 show that the mean percentages of respondents agreeing that a minimum of 100 flying hours is required for a pilot are greater than those agreeing that it is not important.Based on the cumulative mean of questions 1, 2, and 3, the study can support the initial null hypothesis. The total number of respondents agreeing that "it is not significant" is larger than the total number of respondents agreeing that "it is important." The average proportion of people who believe "it is not important" is 48.91 percent, while the average percentage of people who think "it is important" is 36.19 percent. (See Table 5 in Chapter 4 for further information.)The thesis is possible to support the initial null hypothesis and reject the first research hypothesis based on the findings.

Other criteria support the initial null hypothesis in the thesis.

First, according to the results of question 7, over 80% of respondents had taken aviation courses, indicating that the vast majority of respondents recognise the relevance of UPT courses in improving aviation safety. Various training that respondents have received has led them to believe that graduating from UPT is not necessary for a pilot to improve the safety of UAV operation.While this is significant in the operation of manned aircraft, it is not so in the operation of unmanned aerial vehicles.

Furthermore, according to the answers of question 8, more than 60% of the respondents are under the age of 40. When respondents believe that it is not required for a pilot to be under 40 years old before proving adequate safety in UAV operations, the data suggest that the respondents are not biassed. Furthermore, the results of question 4 support the findings of the first hypothesis, as more than 65 percent of respondents disagree that the critical characteristics of a UAV pilot are "graduate from Undergraduate Pilot Training (UPT), being under 40 years old, and having a minimum of 100 flying hours?"Despite the fact that the answers of question 9 show that more than 70% of respondents had logged fewer than 1500 hours of flying time, the overall findings support the initial null hypothesis. To back up this claim, Johnson and Shea (2007) feel that a pilot does not need to have completed UPT, be under 40 years old, or have a minimum of 100 flight hours to show safety in UAV operation. The authors claim that UAV safety may be achieved by implementing adequate crew coordination and a regulatory framework to improve UAV operations at all levels.Despite the fact that the answers of question 9 show that more than 70% of respondents had logged fewer than 1500 hours of flying time, the overall findings support the initial null hypothesis. To back up this claim, Johnson and Shea (2007) feel that a pilot does not need to have completed UPT, be under 40 years old, or have a minimum of 100 flight hours to show safety in UAV operation. The authors claim that UAV safety may be achieved by implementing adequate crew coordination and a regulatory framework to improve UAV operations at all levels.The regulatory framework is crucial in preventing operator mistake or maintenance failures that endanger UAV safety. UAV accidents have been substantially greater than human aircraft mishaps since 2001. Mechanical breakdowns are one of the reasons of these incidents. Although mechanical faults have begun to decline as technology improves, a safe operation may be achieved with proper crew coordination and a regulatory framework. Hou, Kobierski, and Brown (2007; Hou, Kobierski, & Brown, 2007).

Sub Problem Hypothesis Two

The second hypothesis is supported by the results of questions 4 and 5. According to the answers of question 4, 60 percent of respondents believe that having three years of experience as a pilot is not required to demonstrate good aviation safety. The answers of question 5 are unexpected, as the vast majority of respondents feel that a pilot's computer abilities are critical for demonstrating aviation safety.Based on the data, the thesis was able to validate the second study hypothesis, which claims that "UAV pilots think that having computer abilities and not being involved in a "human linked" aviation safety event correlates to becoming a safe UAV operator in the USAF." Other findings-based criteria also help the thesis validate the second research hypothesis.

To begin, the results of question 12 show that nearly 80% of the respondents are computer literate. This study demonstrates that the respondents are aware of the role of computers in UAV operation.Because UAVs are often managed by an automated computer system, it is critical to have computer abilities in order to improve UAV safety.

Furthermore, over 70% of those polled have worked as pilots for up to 5 years. The respondents' experiences show that they are aware of the overall safety operation of manned and unmanned aircraft.Their answers back up the results.

Furthermore, the thesis has been able to support the second research hypothesis based on the results of question 15, where more than 70% of respondents agree with the assertion. According to Rutley (2010), computer skills are critical since they help to the safe operating of UAVs in the US Air Force. Despite the fact that UAVs are entirely autonomous, the equipment still need human assistance for take-off and landing. The automated computer systems are in charge of all of these processes.In UAV operations, the computer must recommend the operation, which must be approved by a person. As a result, it is critical for a UAV pilot to have computer abilities, as operator efficiency is critical for the safety of the UAVs.

Conclusion

According to the data, question 3 confirms the first study hypothesis since 40% of the respondents believe that a pilot must have at least 100 hours of flight time to demonstrate effective UAV operation. Despite the fact that unmanned pilots are in charge of UAV operations, there is evidence that accidents still occur in UAV operations, just as they do in manned aircraft. As a result, the researcher agrees with the 40 percent of question 3 respondents who believe that pilot experience can improve UAV safety. Pilots might apply what they've learned in manned aircraft to improve the safety of UAV operations.Similarly, the question 13 supports the thesis with 100 percent certainty, based on the findings of the second hypothesis, because the findings indicated that 100 percent of the respondents had not been involved in human-related aviation safety accidents. To put it another way, the respondents answer "No" to question 13 since none of them have any expertise with human-related safety aviation.Having no experience with human-related aviation safety does not rule out the possibility of becoming a safe UAV operator in the USAF. The thesis' results are solely dependent on the respondents' opinions. A critical examination of the data suggests that more study on human-related aviation safety is required to justify its contribution to UAV operations.In essence, the overall safety standards for the UAV system are the same as those for human aircraft operations. To establish the UAV's safety objectives, it's vital to assess the present degree of safety required for human-piloted aircraft. While the safety of the pilots and passengers on board is crucial in manned pilot aircraft, the safety of the UAV is weighed against the risk it poses to the community.As a result, human-related aviation safety intervention is still necessary to improve overall UAV safety. Although UAV mishaps may result in no loss of life to the pilot, the financial expenditures made by governments or private entities in the development of the UAV are significant, and the execution of optimum safety to achieve the UAV's goal is critical. Human-related aviation safety is critical.

The thesis looks into a few human aspects that impact the Unmanned Aerial Vehicle's ability to operate safely. There are five chapters in the thesis. The thesis's first chapter explains the research purpose, research questions, and hypotheses that the thesis seeks to test in order to answer the research questions.

The second chapter presents a survey of past literature in order to have a better grasp of what other scholars have written on the topic. A survey of the literature is necessary to improve the researcher's understanding of the human variables that impact the safe operation of UAVs. The significance of a literature review cannot be overstated in this study since it is linked to previous research to highlight the overall research relevance and goal. The research was able to examine the literatures relevant to the topic thanks to the review of literatures.The process for data collecting, data analysis, and study conclusions is revealed in Chapter 3. Data collection, data analysis, and discoveries are all done using the quantitative method. The study uses a quantitative data collecting strategy since it makes it easier for the researcher to gather and analyse data.

The thesis' findings are presented in Chapter 4. Although the data suggest that undergraduate pilot training is not one of the most essential characteristics for all safe UAV pilots, the researcher believes that pilot skills and knowledge are still vital in UAV operations.

The general movement of the UAV is the responsibility of the UAV pilot. Because the pilot will be in control of aircraft manoeuvre from take-off to landing, understanding the entire UAV mechanics might improve the UAV's safety. The possession of computer abilities by the UAV pilots is the most essential feature of the first hypothesis. In an aircraft operation, computer technology has evolved into a critical instrument for improving safety.In the context of UAV operations, computer automation is critical since it is a necessary instrument for the efficacy of UAV operations. As a result, study can agree with conclusions since computer abilities are required for UAV operation. To properly operate the UAV, an automated computer tool used to guide all of the activities required a human with computer skills.The thesis makes numerous contributions based on the findings. First, the thesis helps the authorities gain a better grasp of the UAV's safety protocols. Because an equivalent proportion of manned aircraft accidents also occur on UAVs, the findings of this thesis will help the aviation authority gain a better knowledge of the amount of human-related safety measures that must be established for UAVs.Furthermore, the findings help pilots gain a better grasp of the human-related safety measures that must be followed for UAV safety. According to the research, having computer abilities is one of the most important qualities to have in order to improve UAV safety. Despite the fact that 80 percent of respondents had computer abilities, the findings will help the remaining 20% and the general public comprehend the need of computer skills for aviation safety.Computer technology is often highly important for UAV aviation safety. Because the primary goal of the UAV is to prevent the loss of life that occurs in human aircraft, computer technology is critical to the entire control of the UAV. As a result, an automated computer is necessary to improve the UAV's safety.

The thesis' results will also encourage aviation authorities to look at other human-related issues that might improve UAV safety. For example, in order to improve overall UAV safety, UAV pilots must have a thorough understanding of UAV mechanics. Having a thorough grasp of the UAV's internal and exterior operations will enable pilots to recognise the key stage at which the UAV may develop defects during operations. Understanding the mechanism will improve the UAV's safety. The report makes recommendations for future research to improve UAV safety operations by identifying human-related issues that potentially threaten UAV safety.

RECOMMENDATIONS

Non-pilots must be included in the survey to improve comprehensive study findings that blend varied opinions from various specialists. Typically, only the pilots get all survey questions, and the study conclusions are solely dependent on the pilots' opinions. Because the research is focused on human-related issues affecting the safe operation of unmanned aerial vehicles, non-pilots must be included in the study. Other aviation people, such as aeronautical engineers, aviation specialists, and aviation industry top management, must contribute to the survey in order to improve the study findings.The researcher will be able to present findings that incorporate varied inputs from different specialists by enabling non-pilots to participate in the survey. The study will give well-documented facts that can improve UAV safety by comparing the survey results of different specialists for aviation safety.

Furthermore, further study is needed on how UAV pilots might increase their expertise in order to improve UAV safety. According to the findings, a UAV does not need to have three years of expertise to improve aircraft safety. However, there is recorded evidence indicating the number of UAV accidents that occur each year is comparable to the number of manned aircraft mishaps.

According to the report, UAV pilots should receive specialised instruction on how to use the remote automated computer for UAV operations. With advancements in computer technology, it is now feasible to control sophisticated UAVs remotely using an automated computer. UAV flight operations are often comparable to how human aircraft pilots control their planes. The sole distinction is that human aircraft pilots are inside the planes, whereas unmanned aircraft pilots are not inside the planes and the planes are controlled remotely. Pilots must get particular training in UAV piloting in order to improve the safety of UAV operations.Although the operations of human aircraft and UAVs may be comparable, a full grasp of UAV operations is still required before a pilot is authorised to fly the UAV.Furthermore, the study indicates that before being authorised to operate a UAV, pilots should have a few years of experience as pilots, since having years of expertise as pilots will improve the UAV's safety. In 2006, for example, a UAV accident happened in Nogales, Arizona. When the cause of the tragedy was investigated, it was discovered that there was no clear strategy in place to prevent future mishaps.One of the reasons for the mishaps was that the operator lacked a thorough understanding of the spare components that might be utilised to fix the problems. Typically, the operators should be able to rapidly detect the defect in order to aid the engineers in responding fast to any potential failure. As a result, in order to fly a UAV successfully, the pilots must have received traditional aviation training. In addition, a UAV pilot must have advanced UAV training in order to analyse the UAV's performance during operation.The pilots' technical expertise will aid them in evaluating the system's performance and in responding quickly in the event of a system failure. Knowing how to operate a UAV effectively can improve its safety.

The research also suggests that government regulations be implemented to supervise the usage of UAVs. According to research undertaken by Weibel and Hansman (2005), there are no federal or international rules controlling UAV operations.The civic and commercial applications of UAVs have grown significantly in recent years. Typically, the US needs to establish the protocols that civil and commercial UAV operators should follow in order to improve UAV safety operations.

Furthermore, further study on UAV risk assessment is required in order to justify UAV operations. Although the survey does not include questions about UAV risk assessment, justification of the UAV application is crucial given the UAV's lack of long-term operational experience.To analyse the overall UAV safety, a qualitative and quantitative study of UAV risk assessment is required, and the evaluation should be based on expert judgement.According to the results of question 1, more than 34% of respondents feel that graduating from Undergraduate Pilot Training (UPT) is extremely necessary for a UAV pilot to exhibit good aviation safety, and 45.71 percent believe it is important. However, 20% of the respondents remain undecided. (See Table 1 for total percentages.)

Table 1

According to the results of question 1, the statistical difference between those who feel it is not essential and those who believe it is important is not significant. Furthermore, 20 percent of the responders are unsure. The answer to question 1 indicates that more research is needed on the relationship between graduating from the UPT and the safe operating of the UAV.While further research is needed, the study proposes that UAV pilots should be required to complete UPT training before being permitted to conduct UAV pilot operations. Although, the primary motivation for the creation of UAVs is to protect the lives of pilots. Based on recent advancements in UAV technology, there has been a substantial increase in civil and commercial UAV operations, with certain airline firms experimenting with UAV for commercial purposes in order to save money.

Using unskilled and ill-trained pilots to operate a commercial UAV can put the lives of people on board at jeopardy. As a result, the study advises that UAV pilots get Undergraduate Pilot Training (UPT) to improve UAV safety.

References

Dixon,S. & Wickens, C.D.(2003). Imperfect Automation in Unmanned Aerial Vehicle Flight Control. Technical Report Aviation Human Factors Division Institute of Aviation University of Illinois.

Hou, M. Kobierski, R.D. & Brown.M. (2007). Intelligent Adaptive Interfaces for the Control of Multiple UAVs. Journal of Cognitive Engineering and Decision Making, 1( 3): 327-362

Johnson, C.W. & Shea, C. (2007). The Hidden Human Factors in Unmanned Aerial Vehicles. Department of Computing Science, University of Glasgow.

Rutley, M. (2010). On Target - Human Factors UAV's. Royal Air Canadian Force. Canada.

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