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Operations
1. For an ordinary Part 107 small UA that is not being operated under the Category 4 requirements, the manufacturer recommends inspecting the electronic speed-controller connections every 10 flight hours. The aircraft now has 11 flight hours and no malfunction has been noticed. Which statement is most accurate?
Why: For an ordinary Part 107 small UAS, 14 CFR 107.15 does not prescribe recurring maintenance intervals or require a certificated mechanic for routine maintenance. It does require the small UAS to be in a condition for safe operation, and the remote PIC to check that condition before each flight. FAA Advisory Circular 107-2A recommends maintaining the small UAS in accordance with the manufacturer's instructions and adhering to manufacturer-recommended scheduled maintenance, so the 10-hour inspection should be performed rather than skipped because no malfunction has appeared. Category 4 is different: aircraft operated under 107.140 must have maintenance and inspections performed as that section requires.
2. Under Part 107, how much time must pass after consuming an alcoholic beverage before a person may act as remote pilot in command, manipulate the flight controls, or serve as visual observer?
Why: Section 107.27 applies the alcohol and drug rules of section 91.17: no person may act as a crewmember within 8 hours after consuming any alcoholic beverage, while under the influence of alcohol, with a blood or breath alcohol concentration of 0.04 or greater, or while using any drug that affects their faculties in a way contrary to safety. Waiting 8 hours is necessary but not always enough: you must also no longer be under the influence.
3. A remote pilot-in-command has assigned a visual observer to monitor the aircraft and a separate person to manipulate the controls. During the operation, an unexpected hazard appears near the flight path. Under crew resource management principles, who is ultimately responsible for deciding how to respond?
Why: The remote pilot-in-command retains final authority and responsibility for the entire operation at all times. Delegating a task (manipulating the controls, visual monitoring) to a crew member does not delegate the authority to make the final decision. The person-manipulating-the-controls option is wrong because having direct control of the flight inputs does not confer final operational authority. The visual-observer option is wrong because identifying a hazard does not transfer decision-making authority; the visual observer's role is to provide information, and the remote pilot-in-command must use that information in making the final call.
4. A remote PIC has completed every manufacturer-recommended maintenance and inspection procedure, and all pass. During a final visual check, the PIC notices a hairline crack in the airframe near a motor mount. The manufacturer's manual does not list this specific inspection point. What must the PIC do?
Why: Under 14 CFR 107.15(a), no person may operate a civil small UAS unless it is in a condition for safe operation, and before each flight the remote PIC must check it and determine that it meets that standard. Completing the manufacturer's checklist does not override a defect found during the inspection. A crack near a motor mount could affect structural integrity, so it must be evaluated or corrected before the aircraft is operated; the checklist is a tool for determining safe condition, not permission to ignore a defect observed independently. Flying slower does not make an unsafe aircraft safe.
5. During a preflight inspection, a remote PIC notices that the lithium-ion battery pack is visibly swollen. The flight controller still reports a full charge. What is the correct action?
Why: A swollen lithium-ion battery is a sign of internal chemical degradation and gas buildup. This condition can lead to sudden power loss, thermal runaway, or fire during flight, and the risk is present from the moment the swelling is visible. The remote PIC must ensure the aircraft is in a condition for safe operation, and a visibly swollen battery does not meet that standard. The option to use it because the controller shows a full charge is wrong because the electronic charge reading does not reflect the physical and chemical integrity of the cells; swelling is a physical sign of damage that the controller cannot detect. The option to use it for one flight and then replace it is wrong because the hazard exists immediately and does not diminish with use; operating with a swollen battery risks a catastrophic event during that single flight.
6. A remote pilot is using a visual observer during a Part 107 operation. What is required regarding communication between the remote pilot and the visual observer?
Why: Section 107.33 requires the remote pilot in command, the person manipulating the controls and the visual observer to maintain effective communication with each other at all times. The regulation does not prescribe a particular communication technology, but whatever method the crew uses must actually keep communication effective throughout the operation. Requiring face-to-face contact adds a condition the rule does not contain, and communicating only when a hazard appears fails the at-all-times requirement.
7. A remote pilot is experiencing significant personal stress but believes they can still concentrate on the flight. Under the fitness-to-fly standard, what is the correct approach?
Why: The standard is functional: a pilot must not act as remote PIC or in any other required role when they know or have reason to know of a condition that would interfere with safe operation. It is not an absolute prohibition on all stress (which would make the 'must not fly' option wrong), nor is it satisfied merely by a pilot's belief that they can concentrate (which makes the 'may fly' option wrong). The correct approach is to make a deliberate determination about whether the specific stress is likely to interfere with safe operation, and if it is, the pilot should not fly.
8. A remote pilot in command deviated from Part 107 operating rules to address an in-flight emergency. What is the pilot's obligation regarding reporting the deviation?
Why: Under 14 CFR 107.21(b), a remote PIC who deviates from a rule to meet an in-flight emergency must, upon request of the Administrator, send a written report of that deviation. The report must be in writing; the rule does not say how the request is made. A report is owed if the FAA asks, so the 'no reporting of any kind' option is wrong, and the 10-calendar-day deadline belongs to the accident-reporting rule (107.9: serious injury, loss of consciousness, or property damage over $500), not to emergency deviations.
9. A UAS Facility Map shows a value of 350 feet AGL for a particular grid. What does that value indicate?
Why: UAS Facility Maps show altitudes that the FAA has determined can generally be authorized without additional safety analysis or facility coordination. The value does not itself permit flight in controlled airspace; the pilot must still obtain an airspace authorization, at any altitude. For Part 107 operations, a pilot may also submit a LAANC Further Coordination request to fly above the displayed altitude, up to 400 feet AGL, subject to FAA review. So 350 feet is neither a no-authorization altitude nor the highest altitude that can ever be approved.
10. A pilot is landing on runway 32. What is the reciprocal runway designation for the opposite end of the same physical runway?
Why: Opposite ends of the same runway are reciprocals of each other, and their designations differ by exactly 18 (representing 180 degrees). Subtracting 18 from 32 gives 14, so the opposite end is runway 14. The 08 option would require a difference of 24, and the 20 option would require a difference of 12; neither represents a true reciprocal pair.