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Operations
1. A remote pilot is conducting an operation that requires a visual observer to help maintain visual line of sight. Mid-operation, the visual observer's communication device fails and they can no longer maintain effective communication with the remote pilot. What must the remote pilot do?
Why: Part 107 requires the remote PIC to ensure effective communication with any visual observer at all times during the operation. If that communication is lost, the remote PIC can no longer rely on that visual observer to help maintain visual line of sight, and the operation must be suspended until communication is restored or the need for that visual observer is eliminated. The 'present at the start' option is wrong because the requirement is continuous, not a one-time condition satisfied at the beginning. The 'onboard cameras' option is wrong because visual line of sight is defined by unaided human vision from the control station or a visual observer, not by the aircraft's own sensors.
2. Which statement best describes the IMSAFE checklist in the context of Part 107 operations?
Why: IMSAFE is a guidance tool, not a regulation. It is a personal checklist a pilot uses before flight to evaluate whether any of those six factors might interfere with safe operation. It is not filed with the FAA and is not a training module. The underlying regulatory requirement is that no person may act as remote PIC, person manipulating the controls, visual observer, or direct participant when they know or have reason to know of a physical or mental condition that would interfere with safe operation, but IMSAFE itself is the practical method for making that self-assessment.
3. A remote pilot slept four hours last night and has a head cold. Applying the IMSAFE checklist, what is the best decision?
Why: IMSAFE covers Illness, Medication, Stress, Alcohol, Fatigue and Emotion. A cold and a short night hit two items. Section 107.17 also prohibits acting as remote PIC, visual observer or person manipulating the controls when you know or have reason to know of a physical or mental condition that would interfere with safe operation.
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. What is the minimum visibility distance required for anti-collision lighting when operating a small unmanned aircraft at night under Part 107?
Why: Part 107 requires anti-collision lighting visible for at least 3 statute miles that has a flash rate sufficient to avoid a collision (14 CFR 107.29). One and two statute miles do not meet that minimum.
6. 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.
7. 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.
Why: A visual observer assists the remote pilot and the person manipulating the controls in seeing the aircraft and scanning for hazards. When used, the visual observer and other crew members must maintain effective communication and coordinate their observations. The remote pilot in command remains responsible for the operation; the visual observer does not have equal command authority. Monitoring battery status is not the defining role of a visual observer.
9. 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.
10. A remote PIC delegates the preflight inspection to a visual observer. The visual observer completes the inspection and reports that everything looks good. The PIC then independently discovers a cracked landing gear strut. Under the rules, who bears the responsibility for ensuring the aircraft was in a condition for safe operation?
Why: Before each flight the remote pilot in command must check the small UAS to determine whether it is in a condition for safe operation (14 CFR 107.15), and the remote pilot in command is directly responsible for the operation (107.19). A visual observer can help with the inspection, but that does not move the responsibility: it stays with the remote pilot in command, not with the observer or shared equally.
11. When a visual observer is used during a Part 107 operation, which of the following is required?
Why: When a visual observer is used, the remote pilot, whoever is flying the aircraft and the observer must maintain effective communication at all times. Effective is the test: radios are fine, and so is speaking, as long as it works throughout the flight. The observer needs no certificate, and Part 107 sets no distance limit between observer and pilot, though the observer must be able to see the aircraft.
12. 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.
13. 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.
14. During a Part 107 flight, the battery begins depleting much faster than expected and may not provide enough power to complete the planned flight. What is the best action?
Why: Abnormal battery depletion can lead to a loss of power, so sound aeronautical decision-making is to terminate the mission and land at a suitable spot as soon as practicable, away from people and property, rather than rely on an automatic return-to-home that may not complete. Climbing uses more power and adds risk. If the situation becomes an in-flight emergency, section 107.21 permits deviation from Part 107 to the extent necessary to address that emergency.
Source: FAA Remote Pilot Study Guide (FAA-G-8082-22), emergency procedures; 14 CFR 107.21
15. A runway is designated as runway 18. What is the approximate magnetic heading of that runway?
Why: Runway numbers are derived by taking the magnetic heading of the runway, rounding it to the nearest 10 degrees, and dividing by 10. A runway numbered 18 therefore has a magnetic heading of approximately 180 degrees. The 90-degree option would correspond to runway 09, and the 270-degree option would correspond to runway 27. Neither matches the designation 18.
16. A remote pilot in command deviates from the maximum altitude rule during an emergency. Which statement about the scope of that authority is correct?
Why: The emergency deviation authority is expressly limited to the extent necessary to meet the emergency; it is not a blanket license to ignore all rules. The 'unlimited until operation complete' option overstates the authority, which is tied to the specific emergency, not to the remainder of the flight. The 'ATC approval first' option is wrong because the authority exists so the pilot can act at once, without prior approval; the FAA may ask for a written report afterward.
17. Before a Part 107 flight with a visual observer, what must the remote pilot in command do?
Why: Section 107.49 requires the remote pilot in command, before flight, to ensure that all persons directly participating in the operation are informed about the operating conditions, emergency procedures, contingency procedures, roles and responsibilities, and potential hazards. That means every direct participant, not only the visual observer and the person on the controls, and no written record of the briefing is required.
18. 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.
19. Before beginning a Part 107 operation, the remote pilot-in-command must ensure that every person directly participating in the operation has been briefed on what?
Why: Section 107.49 requires the remote PIC, before flight, to ensure that everyone directly participating is informed about the operating conditions, emergency and contingency procedures, roles and responsibilities, and potential hazards. Of the options, only assigned duties (roles) and emergency procedures come from that list. A 24-hour forecast and the exact lateral boundaries of the airspace belong to the remote PIC's own preflight assessment of the operating environment, not to the crew briefing.
20. A remote pilot is conducting a night operation. The anti-collision light is causing glare that makes it difficult to see the aircraft. What does the rule allow the pilot to do?
Why: The remote pilot may reduce the intensity of the anti-collision lighting when, because of operating conditions, that is in the interest of safety, which includes glare that makes the aircraft hard to see. The rule does not allow the lighting to be extinguished, even for a while, and position lights alone do not meet the anti-collision requirement: lighting visible for at least 3 statute miles with a flash rate sufficient to avoid a collision.
21. An airport has three parallel runways all oriented on approximately the same magnetic heading of 120 degrees. How are the three runways distinguished in their designations?
Why: Parallel runways at the same airport are designated with the same numeric heading plus a suffix of L (left), C (center), or R (right), assigned based on their position relative to the direction of landing. For a heading of 120 degrees, the designations are 12L, 12C, and 12R. The N/C/S option is not a standard ICAO or FAA runway designation convention, and the A/B/C option is likewise not used for parallel runway identification.
22. Before a Part 107 operation, the remote PIC is required to assess the operating environment. Which of the following is NOT part of that required operating-environment assessment?
Why: Battery charge level is not one of the items in the operating-environment assessment required by 14 CFR 107.49(a). That assessment covers local weather, local airspace and flight restrictions, persons and property on the surface, and other ground hazards. Available power is addressed separately in 107.49(d), which requires the remote PIC to ensure that a powered small UAS has enough available power for the intended operational time.
23. The IMSAFE mnemonic used by remote pilots to evaluate personal fitness for flight stands for:
Why: The IMSAFE checklist covers Illness, Medication, Stress, Alcohol, Fatigue, and Emotion (some FAA publications also include Eating). The 'sleep' option is wrong because IMSAFE addresses fatigue as a broad condition, not specifically sleep deprivation as a separate item. The 'injuries' option is wrong because the mnemonic uses 'Illness,' which encompasses both acute and chronic health conditions but is the specific word in the acronym.
24. A remote pilot in command experiences a battery failure that will cause the drone to crash within 30 seconds. The pilot deviates from the visual line of sight rule to maneuver the aircraft toward a safe landing area. Which statement is correct?
Why: In an in-flight emergency requiring immediate action, the remote pilot in command may deviate from any rule of Part 107 to the extent necessary to meet that emergency (14 CFR 107.21(a)), including visual line of sight, and no waiver is needed beforehand. The authority is not limited to particular rules such as altitude or speed. A waiver is a separate authorization for planned operations. If the FAA asks, the pilot must send a written report of the deviation (107.21(b)).
25. 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.
26. A remote pilot takes a new over-the-counter medication for the first time on the morning of a planned flight and notices no immediate side effects. According to FAA fitness-to-fly guidance, what is the best action?
Why: Under 14 CFR 107.17, a person may not act as remote pilot in command, manipulate the controls, serve as a visual observer, or directly participate in the operation if they know or have reason to know of a physical or mental condition that would interfere with safe operation. FAA guidance on over-the-counter medications adds a specific precaution: after the first dose of a new medication, wait at least 48 hours and confirm that no side effects occur before flight duties. Feeling fine shortly after the first dose does not show the medication will not affect you, and the 8-hour rule applies to alcohol, not medication.
27. 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.
28. A remote pilot flying near a non-towered airport hears on the CTAF: 'Traffic, Cessna 123 is on a two-mile final, runway 27.' What should the remote pilot do?
Why: Monitoring the CTAF gives the remote pilot awareness of manned traffic; it does not give the drone priority, and announcing the drone's position does not either. Section 107.37 requires the small unmanned aircraft to yield the right of way to all aircraft and not create a collision hazard, so the drone must stay clear of the arriving aircraft's final approach path. Staying below 400 feet AGL does not help: on a normal approach, a Cessna on a two-mile final is only about 600 feet above the ground.
29. A manned aircraft reports "left downwind, runway 27" on the CTAF. In which general direction is the aircraft flying?
Why: The downwind leg is flown parallel to the landing runway in the direction opposite landing. Runway 27 has a landing direction of about 270° magnetic, so an aircraft on downwind for runway 27 is flying about 090° magnetic. "Left" identifies which side of the runway the pattern is on; it does not change the fact that the aircraft is travelling roughly opposite the landing direction.
30. 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.
31. During a routine Part 107 night operation, the required anti-collision light fails completely. What should the remote PIC do?
Why: Section 107.29 prohibits operating at night without lighted anti-collision lighting visible for at least 3 statute miles with a flash rate sufficient to avoid a collision, so an ordinary night operation cannot continue once the light fails: the pilot should terminate it and land as soon as practicable. Strictly, 107.29 does not use the words "land as soon as practicable" (that phrase is in the Remote ID rule, 89.110); the point is that continued night flight would no longer comply with 107.29. Navigation lights do not meet the anti-collision requirement, and flying lower is not an exception. If an actual in-flight emergency exists, 107.21 allows deviation from the rules to the extent necessary to meet it.
32. Before a routine night flight under Part 107, which requirement must the remote pilot in command meet?
Why: Under 14 CFR 107.29(a)(1), the remote pilot in command must have completed an initial knowledge test or training, as applicable, under 107.65 after April 6, 2021, and must remain current. For a new applicant who does not hold a Part 61 pilot certificate, that means the initial knowledge test, not a training course. The aircraft must also have anti-collision lighting visible for at least 3 statute miles with a flash rate sufficient to avoid a collision, which may be dimmed for safety but not extinguished. Night operations do not automatically require a visual observer, and since the 2021 rule change they no longer need a waiver when these requirements are met. Other operating and airspace requirements still apply.
33. Which of the following accurately identifies actions Part 107 requires before a flight?
Why: Under 14 CFR 107.15, the remote pilot in command must check the small UAS before each flight to determine that it is in a condition for safe operation. Under 107.49 they must also assess the operating environment (local weather, airspace and flight restrictions, people and property on the surface, and other ground hazards); brief directly participating persons; ensure all control links work properly; ensure enough available power for the intended operational time; ensure any attached or carried object is secure and does not affect flight characteristics or controllability; and, when applicable, confirm the aircraft meets the requirements for its category of operation over people. Part 107 has no routine requirement for a certificated mechanic to inspect the drone.