What Part 107 covers

Part 107 is the FAA rulebook for flying small unmanned aircraft (drones) under 55 lbs (25 kg) for commercial or non-recreational purposes in the US. To fly under it legally you need a Remote Pilot Certificate, which you get by passing the Part 107 knowledge test and being at least 16 years old.

Core operating limits

• Max altitude: 400 feet above ground level (AGL), or within 400 feet of a structure if flying near one.
• Max groundspeed: 100 mph (87 knots).
• Daylight operations only by default: 30 minutes before official sunrise to 30 minutes after official sunset are allowed, provided the drone has anti-collision lighting visible for at least 3 statute miles.
• You must keep the drone within visual line of sight (VLOS), unaided except for corrective lenses, at all times.
• One remote pilot can only fly one drone at a time.
• No flying from a moving vehicle unless in a sparsely populated area and the drone is not carrying a hazardous cargo.

Airspace rules

• Class G airspace: no ATC authorisation needed.
• Class B, C, D and surface Class E airspace: you need authorisation, normally granted instantly through LAANC (Low Altitude Authorization and Notification Capability).
• Flying over people or moving vehicles is restricted by category (Category 1 to 4) based on the drone's design and kinetic energy risk - lightweight, low-risk drones can fly over people more freely.

Waivers

If an operation cannot meet a specific Part 107 rule, you can apply for a Certificate of Waiver through the FAA DroneZone portal. Common waivers include flying beyond visual line of sight (BVLOS), night flight without anti-collision lighting, flying over people, or operating from a moving vehicle in a populated area. A waiver is granted only if you can show the flight will be conducted safely despite not meeting the standard rule - you must describe your mitigations in detail.

Common mistakes to avoid

• Confusing 'night flight allowed with the right lighting' with 'night flight is always banned' - since 2021 rule changes, night flight is permitted without a waiver if lighting requirements are met.
• Forgetting that BVLOS and flights over open-air assemblies of people always need a waiver or exemption, however experienced the pilot is.
• Mixing up the 400 ft AGL rule with the 400 ft above structure allowance near tall buildings or towers.
• Assuming a Remote Pilot Certificate never expires - it needs recurrent training or testing every 24 calendar months to stay current.

Why airspace matters for Part 107

Every drone flight starts with one question: what class of airspace am I in? Get this wrong and you either need authorisation you do not have, or you fly somewhere you should not.

The classes you must know

• Class B, C, D and E surface areas all require ATC authorisation before you fly there. Class G (uncontrolled) needs no ATC authorisation.
• Class B sits over the busiest airports (think major hubs like LAX or JFK) - it looks like an upside-down wedding cake on the sectional, with rings of increasing altitude limits moving outward.
• Class C surrounds medium-to-busy airports with control towers and radar approach control - shown as two solid magenta rings.
• Class D surrounds smaller towered airports - shown as a dashed blue circle.
• Class E is controlled airspace that is not A, B, C or D - often shown as a faded magenta vignette (surface E) or dashed magenta line.
• Class G is uncontrolled - no authorisation needed, but standard 107 rules (altitude, visibility, right of way) still apply.

Getting authorisation

Most controlled airspace access is granted instantly through LAANC (Low Altitude Authorization and Notification Capability) via an approved app. Some areas are not LAANC-enabled and need a manual FAA DroneZone request, which can take up to 90 days - plan ahead.

Reading the sectional chart

• Magenta and blue lines mark the boundaries between airspace classes.
• Numbers in a segmented circle near an airport (like a small box with a number) show the Class B, C or D ceiling in hundreds of feet MSL.
• Blue numbers = MSL (mean sea level) ceilings; you compare these to your planned altitude.
• Maximum altitude standard 107 rule: 400 feet AGL, or within 400 feet of a structure. Sectional altitudes are usually given in MSL, so you must convert using the ground elevation shown on the chart.
• Magenta dashed lines around a small airport with no tower usually mean Class G with no authorisation needed, but check NOTAMs and TFRs anyway.

Special use and other airspace

• MOAs (Military Operations Areas), Restricted and Prohibited areas are marked with blue or magenta hatched borders - Prohibited and Restricted areas need permission from the controlling agency, not just ATC.
• TFRs (Temporary Flight Restrictions) are not shown on sectionals - always check the FAA TFR list before flying, especially near stadiums, wildfires or VIP movements.

Common mistakes

• Confusing MSL and AGL altitudes when checking the 400 ft limit against a Class B shelf.
• Assuming Class G means no rules at all - the operational limits of Part 107 still apply everywhere.
• Forgetting that LAANC does not cover every controlled airspace grid - some require manual authorisation.
• Missing a TFR because it is not printed on the sectional itself.

Why weather matters for Part 107

A remote pilot must be able to obtain and interpret weather info before every flight. The exam tests both where to find it and how to apply it to a go/no-go decision.

Key weather sources

• METAR: hourly surface observation, gives wind, visibility, sky condition, temp/dewpoint and altimeter setting in coded format.
• TAF: Terminal Aerodrome Forecast, a 24-30 hour forecast for a specific airport, updated every 6 hours.
• Aviation Weather Center (aviationweather.gov) is the primary source for METARs, TAFs, AIRMETs and prog charts.
• AIRMETs (WA) warn of moderate icing, turbulence, sustained winds 30+ knots, or widespread IFR conditions - all relevant to small UAS.
• SIGMETs and Convective SIGMETs cover severe weather like thunderstorms and severe turbulence; rare for typical drone ops but still testable.
• Surface analysis charts show fronts, pressure systems and station data across a wide area.
• 1800wxbrief.com and the FAA's B4UFLY app give combined weather plus airspace data useful for pre-flight planning.

Effects on flight

• Wind: strong or gusty wind reduces control authority and can push a small, light drone beyond safe limits; always check current and forecast wind speed and gusts.
• Visibility: Part 107 requires minimum 3 statute miles visibility from the control station.
• Cloud clearance: the remote pilot must remain at least 500 feet below and 2,000 feet horizontally from any cloud.
• Temperature and density altitude: hot, high, humid conditions reduce lift and battery/motor performance, and can shorten flight time.
• Precipitation: rain and moisture can damage electronics and reduce visibility; most consumer sUAS are not rated for flight in precipitation.
• Turbulence near terrain, buildings or thermals can destabilise a small aircraft more than a manned one because of its low mass.
• Icing: even light airframe icing changes aerodynamics and adds weight, a serious risk for small UAS with limited power margins.

Common mistakes

• Confusing METAR (observed, past) with TAF (forecast, future) - know which one answers which type of question.
• Forgetting the exact visibility (3 statute miles) and cloud clearance figures (500 ft below, 2,000 ft horizontal).
• Assuming manned-aircraft weather minimums map directly onto sUAS risk - small aircraft are far more wind- and gust-sensitive.
• Not checking density altitude effects on performance in hot or high-elevation locations.
• Overlooking that pilots must check weather at the START of flight and monitor conditions THROUGHOUT, not just before launch.

Weight and loading basics

Every small unmanned aircraft has a maximum takeoff weight (MTOW) set by the manufacturer.

Going over that limit degrades climb rate, control response and stopping distance in a flare, and can void the aircraft's tested performance envelope.

Always check gimbal payload, spare batteries and any attached sensors are included in the total weight, not just the bare airframe.

CG (centre of gravity) shift from an unbalanced payload can cause pitch or roll trim issues and erratic flight - secure cargo so it cannot shift mid-flight.

Performance factors: density altitude

Density altitude is pressure altitude corrected for non-standard temperature - it is the single biggest hidden performance killer.

High density altitude (hot, high elevation, high humidity) means thinner air, so the aircraft needs a higher rotor/prop RPM or angle of attack to produce the same lift.

This reduces climb rate, reduces maximum altitude capability, and increases current draw from the battery, cutting flight time.

Always expect degraded performance in the heat of a summer afternoon at a high-elevation site.

Weather-driven performance

Wind, gusts and turbulence eat into control margins and battery reserve because the aircraft works harder to hold position.

Strong headwinds on the return leg can drain a battery faster than planned - always fly the return leg while battery percentage is still healthy, not on fumes.

Cold temperatures reduce battery chemical efficiency, so expect reduced capacity and flight time in winter or at altitude.

Battery management (LiPo)

Most small UAS use lithium-polymer (LiPo) batteries - these carry real fire and explosion risk if damaged, overcharged, over-discharged or punctured.

Never charge or store a swollen (puffed) battery - retire it immediately.

Use a LiPo-safe charging bag or fireproof container, never leave charging batteries unattended, and let batteries cool to ambient temperature before charging after flight.

Discharge to a storage-safe voltage (commonly around 3.8-3.85V per cell) if the aircraft will sit unused for more than a few days, to prolong cell life.

Transport batteries with terminals covered/insulated and never exceed manufacturer-rated charge current.

Common exam traps

A remote PIC is responsible for confirming the aircraft is airworthy - that includes weight, balance AND battery condition before every flight, not just a visual airframe check.

MTOW, battery voltage sag under load, and density altitude combine - the exam expects you to reason about how heat + altitude + heavy payload STACK to reduce performance, not just recall one factor in isolation.

Always plan flight time around a safe reserve (commonly quoted as landing with meaningful battery percentage remaining, never planning to land at 0%).

Standard operating limitations

Under Part 107 the default rules assume daytime, visual line of sight (VLOS) flight. Night operations are allowed WITHOUT a waiver, provided the remote pilot has completed the updated recurrent training or knowledge test that covers night operations, and the small unmanned aircraft is equipped with anti-collision lighting visible for at least 3 statute miles that has a flash rate sufficient to avoid a collision hazard.

Night operation rules

• Night is defined as the period from the end of evening civil twilight to the beginning of morning civil twilight (local time), not simply 'after sunset'.
• Anti-collision lights must be on and visible for 3 statute miles minimum.
• The remote pilot must still maintain VLOS - night flight does not remove the visual observation requirement, it just changes the lighting rule.
• Civil twilight tables (published by the US Naval Observatory) are the reference for exact local start/end times, since these shift with location and date.

VLOS and visual observers

• The remote pilot in command (or a visual observer working with them) must be able to see the aircraft with unaided vision (contacts and glasses are fine, but not binoculars) at all times during flight.
• A visual observer can help maintain VLOS but does not replace the remote pilot's overall responsibility.

Operations over people and moving vehicles

• Category 1-4 rules (added in the 2021 update) set out when flight over people and over moving vehicles is permitted, based on drone weight, kinetic energy and design/exposed-rotor protections.
• Category 1: aircraft weighs 0.55 lb (250g) or less including everything attached, and has no exposed rotating parts that could lacerate skin.
• Categories 2 and 3 require an FAA-accepted Means of Compliance and a Declaration of Compliance (DOC) showing injury thresholds are not exceeded.
• Category 4 requires an airworthiness certificate.
• Flying over open-air assemblies of people is only permitted if the aircraft qualifies under Category 1, 2 or 4 (Category 3 aircraft may not operate over open-air assemblies).

Operational limits to remember

• Maximum groundspeed: 100 mph (87 knots).
• Maximum altitude: 400 feet AGL, or within 400 feet of a structure when following that structure (with permission).
• Minimum weather visibility: 3 statute miles from the control station.
• Minimum cloud clearance: 500 feet below and 2,000 feet horizontally from clouds.
• Operations from a moving vehicle are allowed over sparsely populated areas, but only for photography-type work over people if not transporting property for compensation.

Common mistakes

• Assuming a waiver is still needed for night flying - it was removed in the 2021 rule update as long as training and lighting requirements are met.
• Confusing sunset with the end of civil twilight - night rules apply from civil twilight, not sunset.
• Forgetting that VLOS and the 3-mile visibility/cloud clearance rules still apply at night alongside the lighting rule.

What CRM and ADM mean for a remote pilot

Crew Resource Management (CRM) is about using every resource available to you - people, equipment, and information - to fly a drone operation safely. Aeronautical Decision-Making (ADM) is the systematic approach you use to consistently find the best course of action given the circumstances. On the Part 107 exam these two ideas sit together because CRM feeds the information into your ADM process.

The DECIDE model

A classic ADM framework tested on the exam is DECIDE:

• Detect the change needing attention
• Estimate the need to counter the change
• Choose the desired outcome
• Identify actions to control the change
• Do the necessary action
• Evaluate the effect of the action

This is a loop, not a one-off - you keep evaluating and re-entering the cycle as conditions change during a flight.

The 5 hazardous attitudes

The FAA identifies five hazardous attitudes that lead to poor decisions, each with an antidote thought:

• Anti-authority ('rules do not apply to me') - antidote: follow the rules
• Impulsivity ('do something now') - antidote: not so fast, think first
• Invulnerability ('it will not happen to me') - antidote: it could happen to me
• Macho ('I can do it') - antidote: taking chances is foolish
• Resignation ('what is the use') - antidote: I am not helpless, I can make a difference

Expect exam questions that describe a scenario and ask which hazardous attitude is shown, or which antidote fits.

CRM for single-pilot and small-crew operations

Even a one-person Part 107 operation benefits from CRM: using visual observers (VOs), checking weather briefings, using automation and checklists, and communicating clearly with anyone else involved (VOs, clients, air traffic if applicable) are all CRM in action. A VO helps maintain visual line of sight and scan for other aircraft - they must be able to communicate with the remote PIC in real time.

Human factors and IMSAFE

Human factors - fatigue, stress, illness, medication, alcohol, emotion - degrade decision-making just as much for drone pilots as manned pilots. The IMSAFE checklist (Illness, Medication, Stress, Alcohol, Fatigue, Emotion/Eating) is the standard personal pre-flight self-check tool referenced across FAA material and is fair game for exam questions.

Common mistakes

• Confusing CRM (using resources) with ADM (the decision process itself) - they work together but are not the same thing
• Mixing up the hazardous attitude with its antidote in exam wording
• Forgetting that risk management is continuous, not a one-time pre-flight tick-box
• Underestimating the role of a visual observer as a genuine CRM resource, not just a formality