Part 107 Study Guide — Everything You Need to Pass

The regulations section is the backbone of the Part 107 exam. It tests your knowledge of the specific rules that govern commercial drone operations in the United States under 14 CFR Part 107. You need to know who can operate a drone commercially, what certificates are required, and the operational limitations spelled out in the regulation. This section typically accounts for 15-20% of exam questions, making it one of the most heavily tested areas.

Under Part 107, the remote pilot in command (PIC) must hold a Remote Pilot Certificate with a small UAS rating, be at least 16 years old, be able to read, speak, write, and understand English, and be in a physical and mental condition to safely operate the drone. The PIC is directly responsible for the safe operation of the flight and must ensure the sUAS is in a condition for safe flight before every operation. The PIC can supervise another person manipulating the controls, but only if the PIC can take direct control at any time.

Key operational rules include: maximum altitude of 400 feet AGL (unless within 400 feet of a structure), maximum groundspeed of 100 mph (87 knots), minimum visibility of 3 statute miles from the control station, minimum cloud clearance of 500 feet below clouds and 2,000 feet horizontally from clouds, daylight-only operations or civil twilight with anti-collision lighting visible for 3 statute miles, no operations over people unless the drone meets the category requirements under the updated rules, and no operations from a moving vehicle unless over a sparsely populated area. The PIC must yield right of way to all manned aircraft and must not operate in a careless or reckless manner.

Airspace classification is consistently one of the most challenging topics on the Part 107 exam, and it is heavily tested. You need to understand the different classes of airspace (A, B, C, D, E, and G), where they exist, how to identify them on a sectional chart, and what authorization you need to operate a drone in each type. The FAA draws a hard line here: operating in controlled airspace without authorization is a serious violation that can result in certificate action and civil penalties.

Class G (uncontrolled) is the only airspace where you can fly a drone without prior ATC authorization. Class G typically extends from the surface up to 700 or 1,200 feet AGL, depending on the area. On a sectional chart, you can identify Class G by looking at what is not shaded — it is the “leftover” airspace below the floors of Class E. Class E (controlled) begins where Class G ends, and it exists in several configurations: surface-level Class E around some airports (dashed magenta lines), Class E starting at 700 ft AGL (faded magenta shading), and Class E starting at 1,200 ft AGL (the default with no shading). You need LAANC authorization or a Part 107 waiver to fly in Class E that extends to the surface.

Class D surrounds airports with a control tower, shown as dashed blue lines on the chart, typically extending from the surface to 2,500 ft AGL. Class C has a solid magenta circle and an outer shelf (typically surface to 4,000 ft AGL with a 5 nm core and 10 nm shelf). Class B is shown with solid blue lines in an upside-down wedding cake shape around major airports, extending from the surface up to 10,000 ft MSL. All of these — B, C, D, and surface E — require prior authorization before you fly a drone in them. Class A covers 18,000 ft MSL to FL600 and is not relevant to Part 107 operations.

Weather questions account for a significant portion of the Part 107 exam. You need to understand weather sources (METARs, TAFs, area forecasts), how weather affects drone operations, and how to interpret encoded weather reports. The FAA expects drone pilots to check weather before every flight and to understand the conditions that make flying unsafe. This includes visibility, cloud cover, wind, precipitation, and phenomena like fog, thunderstorms, and temperature inversions.

A METAR (Meteorological Aerodrome Report) is a surface observation from a specific weather station. You will almost certainly see at least one METAR decoding question on the exam. Key elements to decode: station identifier, date/time (in Zulu/UTC), wind direction (magnetic, in degrees) and speed (in knots), visibility (in statute miles), present weather phenomena (RA = rain, FG = fog, BR = mist, TS = thunderstorm, SN = snow), sky condition (FEW = 1-2 oktas, SCT = 3-4, BKN = 5-7, OVC = 8), temperature and dewpoint (in Celsius), and altimeter setting (in inches of mercury). A TAF (Terminal Aerodrome Forecast) covers a 24-30 hour forecast period for an airport and uses similar encoding.

Weather phenomena that create the most danger for drones include convective activity (thunderstorms, microbursts, wind shear), low visibility conditions (fog, haze, smoke), and strong or gusty winds that exceed the drone's capabilities. A temperature-dewpoint spread of less than 3 degrees Celsius indicates potential fog formation. Stable air produces poor visibility conditions (haze, fog, low stratus clouds), while unstable air produces cumulus clouds, turbulence, and good visibility outside of precipitation. Know that weather information is available from 1800wxbrief.com, aviationweather.gov, and the AWOS/ASOS systems at airports.

Loading and performance questions test your understanding of how weight, balance, and atmospheric conditions affect your drone's ability to fly safely. While these concepts originate from manned aircraft, they apply equally to UAS operations. The FAA wants you to understand that adding payload (a camera, package, or sensor) changes the aircraft's weight and center of gravity, which directly affects performance, stability, and flight time.

Density altitude is one of the most important performance concepts on the exam. It is the altitude the aircraft “thinks” it is flying at based on atmospheric conditions. High density altitude (caused by high temperature, high humidity, and low pressure) degrades performance: the drone's motors produce less thrust, battery efficiency drops, and maximum payload capacity decreases. Density altitude increases on hot days, at high elevations, and when humidity is high. The standard atmosphere baseline is 59 degrees F (15 degrees C) at sea level with a pressure of 29.92 inches of mercury.

The center of gravity (CG) is the point at which the aircraft's weight is concentrated. If the CG is outside the manufacturer's limits, the drone may become unstable or uncontrollable. Always ensure payloads are properly mounted and balanced. For the exam, remember that adding weight requires more power to maintain flight, reduces flight time, increases stall speed (on fixed-wing drones), and reduces maneuverability. Forward CG on a fixed-wing drone increases stability but requires more energy to maintain level flight; aft CG decreases stability and can make the aircraft uncontrollable.

Even though you are flying a drone, the FAA expects Part 107 pilots to understand how airports work. This matters because many commercial drone operations occur near airports, and understanding airport operations is critical to avoiding conflicts with manned aircraft. The exam tests your knowledge of airport markings, signage, lighting, traffic patterns, and communication procedures used at both towered and non-towered airports.

Runway markings are a common exam topic. Runway numbers indicate the magnetic heading divided by 10 (runway 27 means a heading of approximately 270 degrees). Displaced thresholds (arrows leading to the threshold markings) mean the beginning of the runway is not available for landing but can be used for taxi, takeoff, and rollout. A blast pad or stopway is marked with yellow chevrons and is not available for taxi, takeoff, or landing. Airport signs use a color code: red signs with white text indicate a mandatory instruction (holding position, runway boundary), yellow signs with black text indicate direction or destination, and black signs with yellow text indicate your current location.

At non-towered airports, pilots self-announce their intentions on the CTAF (Common Traffic Advisory Frequency), often 122.8 MHz for non-towered fields. The standard traffic pattern is left-hand turns at 1,000 ft AGL unless otherwise indicated. NOTAMs (Notices to Air Missions) provide time-critical information about temporary hazards, closed runways, or airspace restrictions. As a drone pilot, you should check NOTAMs before every flight to ensure there are no TFRs or special activity in your area. The FAA NOTAMs system is accessible at notams.aim.faa.gov.

While Part 107 operations do not require radio communication with ATC in most cases, the FAA still tests your understanding of radio procedures and frequencies. This knowledge becomes important if you operate near towered airports or in situations where communication with ATC is necessary. You may also need to monitor frequencies to maintain situational awareness of manned traffic in your area.

Key frequencies to know: 121.5 MHz is the emergency frequency; 122.8 MHz is the common CTAF/UNICOM frequency at many non-towered airports; and tower, ground, and approach frequencies are listed on sectional charts near airport data. When communicating on the radio, use standard phraseology: state who you are calling, who you are, where you are, and what you want. Read back all hold short instructions and runway assignments. Use the phonetic alphabet (Alpha, Bravo, Charlie, Delta, etc.) for clarity.

For drone operations specifically, if you are flying in controlled airspace with LAANC authorization, you generally do not need to communicate with the tower — the LAANC system handles your coordination electronically. However, if you are operating under an airspace waiver (Part 107.41) that includes radio communication requirements, you must be able to communicate with ATC as specified in the waiver conditions. In practice, many professional drone operators carry a handheld aviation radio to monitor local traffic even when not required to transmit.

The emergency procedures section tests your knowledge of how to handle things when they go wrong during a drone flight. The FAA wants you to have a plan for common failure scenarios before you ever take off. This includes loss of control link, GPS signal loss, motor failure, battery emergencies, flyaway events, and what to do if you spot manned aircraft in your operating area.

A lost link scenario occurs when the control signal between the remote controller and the drone is interrupted. Most modern drones have a pre-programmed lost-link procedure (usually return to home, hover in place, or land). You should know what your drone's failsafe behavior is before every flight and ensure the return-to-home altitude is set above any obstacles. A flyaway is when the drone does not respond to control inputs and flies away uncontrolled — this is an emergency that may require notifying ATC if operating near an airport.

Battery emergencies are among the most common in-flight issues. Lithium polymer (LiPo) batteries can swell, overheat, or catch fire if damaged, overcharged, or operated outside temperature limits. Always monitor battery voltage during flight and land with a safe reserve margin (typically 20-30%). If you see a warning for low voltage, land immediately. For the exam, remember that the PIC has the authority to deviate from any Part 107 rule to the extent necessary to meet an emergency. However, you must report any deviation to the FAA upon request. Additionally, any accident involving serious injury, loss of consciousness, or property damage over $500 must be reported to the FAA within 10 calendar days.

Crew Resource Management (CRM) for drone operations focuses on how the remote pilot in command works with other people involved in the flight. Under Part 107, the PIC can designate a visual observer (VO) to help maintain visual line of sight with the drone. The VO does not need to hold any certificate, but they must be trained by the PIC and must be able to communicate with the PIC at all times. The VO's job is to watch for air traffic, obstacles, and hazards, and to alert the PIC.

The concept of sterile cockpit applies to drone operations just as it does in manned aviation. During critical phases of flight — takeoff, landing, and any low-altitude maneuvering — all non-essential communication and activities should stop. The PIC and any crew members should focus solely on the operation. Distractions during these phases are a leading cause of accidents. On the exam, you may be presented with scenarios testing whether the PIC properly managed communication, delegated tasks, or maintained operational authority.

Effective CRM also includes pre-flight briefings. Before every flight, the PIC should brief all crew members (VO, payload operator, ground personnel) on the flight plan, emergency procedures, roles and responsibilities, communication protocols, and hazard awareness. The PIC always retains final authority over the operation, even when delegating tasks. If there is a disagreement about safety, the PIC's decision is final. Good CRM reduces human error, which is the leading cause of aviation accidents across both manned and unmanned operations.

This section tests your understanding of how the human body and mind affect pilot performance. Even though you are on the ground, the FAA recognizes that impaired judgment, fatigue, stress, and substance use can make a drone pilot just as dangerous as a manned aircraft pilot. The exam draws from the IMSAFE checklist concept: Illness, Medication, Stress, Alcohol, Fatigue, and Emotion. Before every flight, you should honestly assess whether you are fit to operate.

Alcohol rules are strict under Part 107: you cannot operate a drone within 8 hours of consuming any alcoholic beverage, while under the influence of alcohol, with a blood alcohol concentration of 0.04% or higher, or while using any drug that impairs your faculties. This includes over-the-counter medications that cause drowsiness (antihistamines, cold medicine, sleep aids). Fatigue degrades performance similarly to alcohol — studies show that 17 hours without sleep impairs judgment equivalent to a 0.05% BAC. Get adequate rest before flying.

Aeronautical Decision-Making (ADM) is the systematic approach to risk assessment and decision-making in aviation. The FAA teaches the DECIDE model: Detect a change, Estimate the need to react, Choose a course of action, Identify solutions, Do the best action, Evaluate the outcome. Hazardous attitudes that impair good ADM include anti-authority (“the rules don't apply to me”), impulsivity (“do something quickly”), invulnerability (“it won't happen to me”), macho (“I can handle it”), and resignation (“what's the use”). Recognizing these attitudes in yourself and correcting them is a core ADM skill.

The final knowledge area covers maintenance and preflight inspection procedures. The PIC is responsible for ensuring the drone is in a condition for safe flight before every operation. This means conducting a thorough preflight inspection, checking all systems, and verifying that any required maintenance has been performed. Unlike manned aircraft, there are no FAA-mandated maintenance schedules for drones — but the PIC must still ensure airworthiness.

A standard preflight inspection should include: checking the airframe for cracks, damage, or loose components; inspecting propellers for nicks, cracks, or warping; verifying that all motors spin freely and respond correctly; confirming battery charge level and health (no swelling, no damage, voltage within limits); testing all flight controls (pitch, roll, yaw, throttle); verifying GPS lock and compass calibration; checking the control link between the remote controller and the drone; ensuring the camera and any payload are securely mounted; and confirming that firmware is up to date and no critical updates are pending.

Documentation and recordkeeping are important even though Part 107 does not explicitly mandate a maintenance log for sUAS. The FAA recommends (and may require during an investigation) that you maintain records of all flights, inspections, and maintenance performed. At a minimum, keep a log of total flight hours, any repairs or component replacements, battery cycle counts, firmware versions, and any incidents or anomalies. If you are involved in an accident, having good records demonstrates a culture of safety and professionalism. The PIC must also ensure the sUAS is registered with the FAA and that the registration number is displayed on the aircraft.