8.0 Emergency Procedures and Aeronautical Decision-Making Part 107 Practice Quiz

• A. Select the best risk management option and execute the flight plan without further delay
• B. Perform an immediate risk mitigation action such as cancelling the flight before gathering any situational data
• C. Identify and list all hazards present in the environment, including airspace conflicts, weather, equipment status, and personnel factors
• D. Notify the FAA of all potential hazards identified before each commercial sUAS operation

The 'Perceive' step of the 3P model requires the pilot to actively scan the environment and identify all relevant hazards including weather, airspace, equipment, human factors, and external pressures; this situational awareness forms the basis for subsequent processing and action.

• A. Anti-authority; the antidote is 'Follow the rules, they are usually right'
• B. Invulnerability; the antidote is 'It could happen to me'
• C. Impulsivity; the antidote is 'Not so fast, think first'
• D. Macho; the antidote is 'Taking chances is foolish'

Anti-authority is the hazardous attitude of resenting or disregarding anyone who sets rules or limitations; the antidote is recognizing that 'rules are usually right' and exist because of hard-learned lessons; the pilot's dismissal of FAA regulations based on personal experience is a classic anti-authority statement.

• A. The 'P' element. Pilot, because external pressure directly affects the pilot's personal minimums and go/no-go judgment
• B. The 'A' element. Aircraft, because client-imposed schedules affect maintenance intervals and aircraft readiness
• C. The 'E' element. External Pressures, which is specifically designed to identify non-safety pressures such as schedules, economic concerns, and client expectations
• D. The 'V' element, enVironment, because weather-driven client pressure is an environmental rather than a personal factor

The 'E' in PAVE stands for External Pressures, factors outside the cockpit (or control station) that push the pilot toward accepting risk, such as schedule demands, economic pressure, client expectations, and 'get-there-itis'; recognizing these pressures explicitly helps the pilot make an objective go/no-go decision.

• A. Invulnerability, the pilot believes that because accidents haven't happened before, they won't happen in the future
• B. Resignation, the pilot has given up trying to mitigate risks and accepts bad outcomes as inevitable
• C. Anti-authority, the pilot is refusing to acknowledge the technical authority of those who identified the GPS interference risk
• D. Impulsivity, the pilot is making a rushed decision to fly without properly thinking through the identified hazard

Invulnerability is the hazardous attitude that 'accidents happen to other people, not me'; past success without incident is a classic invulnerability trigger, the pilot is using a history of safe flights as evidence of immunity from future risk, which is statistically unsound.

• A. Pilot, the pilot's personal minimums and decision-making capacity are being re-evaluated mid-flight
• B. Passengers, the safety of any persons on the ground below is being reassessed based on flight time remaining
• C. Programming, the autopilot's mission program is being assessed to determine whether it can be modified to reduce power consumption
• D. Plan, the mission plan is being re-evaluated in light of new information about battery state, requiring a plan adjustment

The Plan element covers whether the intended mission can be completed as designed; discovering that battery capacity is insufficient to execute the full plan requires re-evaluating and modifying the plan, which is the Plan 'P' in the 5 Ps framework.

• A. Macho, this pilot equates reckless high-speed gap flights with genuine skill; the antidote is recognizing that taking unnecessary chances is foolish, not impressive
• B. Macho, the pilot is proving toughness by deliberately choosing a dangerous gap flight to impress the film crew; taking unnecessary risks to demonstrate ability is the hallmark of this attitude
• C. Resignation, the pilot has accepted that spectacular maneuvers will eventually cause an accident and continues anyway
• D. Anti-authority, the pilot is refusing to accept safe operating boundaries established by the manufacturer and FAA

Macho is the hazardous attitude of proving courage or superiority by taking needless risks; deliberately flying a narrow gap at high speed to impress a film crew exemplifies macho behavior; the antidote is the insight that taking unnecessary chances is foolish and that real professionalism is demonstrated by sound, safe decision-making.

• A. Direct the aircraft toward the least-populated or completely open area within reach, accepting a controlled crash over an open field rather than an uncontrolled impact near people
• B. Command maximum altitude to gain time and wait for the flight controller to self-correct the fault before the aircraft runs out of battery
• C. Immediately land in the nearest yard regardless of whether people are visible, because any ground contact minimizes the risk of aerial collision
• D. Continue attempting full control inputs while calling 911 to alert authorities; do not deviate from the original flight path

When facing an imminent uncontrolled impact, the best ADM outcome is to direct the aircraft toward the area that minimizes risk to people; guiding the aircraft to a controlled crash in an open field, even at cost to the aircraft, is consistent with the principle of minimizing harm to third parties.

• A. Performing a full compass calibration at the launch site on the day of the flight, especially if the aircraft has been transported to a new location with different magnetic environment
• B. Increasing the maximum control input sensitivity so the pilot's corrective inputs would have been fast enough to overcome the flight controller error
• C. Using a backup mechanical compass mounted on the aircraft that provides independent heading reference independent of the electronic flight controller
• D. Setting the maximum speed limit to 10 knots to prevent the sUAS from flying away faster than the pilot can walk to recover it

Compass calibration errors are a known cause of flyaway events; performing a fresh calibration at the operating site, particularly after transport (which can expose the aircraft to different magnetic environments), is the most effective preventive measure against compass-induced flyaways.