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Part 107 · Chapter 04 of 04

Operations & Human Factors: Part 107 practice questions

Practice questions on Part 107 emergencies, crew resource management, drugs and alcohol, decision-making, preflight checks and night flying.

Last updated · 24 questions · every answer cites its source

This chapter covers the human side of flying a small unmanned aircraft under Part 107: what to do in an emergency, how to work with a crew, how drugs, alcohol and medical conditions limit who may take part, how to judge risk, how to keep the aircraft in a condition for safe operation, and what changes at night. These are six of the knowledge areas listed in 14 CFR 107.73.

Many of these rules are short and performance-based, so the questions also draw on the FAA's own explanations in the preambles to the 2016 Part 107 final rule and the 2021 rule that allowed routine night operations. For example, 14 CFR 107.21 lets the remote pilot in command deviate from any Part 107 rule to the extent needed in an in-flight emergency, but the FAA explains that this does not cover problems that were foreseen before takeoff. Section 107.15 requires a check before each flight and an end to the flight once the system is no longer in a condition for safe operation, while the FAA leaves the method of inspection to the remote pilot.

For drugs and alcohol, 14 CFR 107.27 applies the manned-aviation rules in 14 CFR 91.17 and 91.19 to the remote pilot in command, the person at the controls and the visual observer. Part 107 requires no medical certificate, but 14 CFR 107.17 bars anyone who knows or has reason to know of a condition that would interfere with safe operation.

Night operations require flashing anti-collision lighting and testing or training completed after April 6, 2021. The basic numbers, such as the 8-hour alcohol rule, the 3-statute-mile lighting distance and the civil twilight periods, are tested in the regulations chapter; this chapter focuses on how the rules apply during a mission.

Form 01 / 24 #NJP67E #

During a Part 107 survey flight at 350 feet AGL, a manned helicopter unexpectedly approaches from below, and the remote pilot in command cannot descend without risking a collision. What does 14 CFR 107.21 allow?

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Answer

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Answer Deviating from any Part 107 rule to the extent necessary to meet the emergency

Section 107.21(a) says that 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. The authority is not confined to the altitude limit: the FAA names altitude and visual line of sight as examples, and it uses this very case, a manned aircraft approaching from below so that the small aircraft cannot descend and land without risking a collision. The rule also sets no condition that air traffic control approve the deviation first; it covers emergencies that require immediate action.

Sources

  1. 14 CFR 107.21 — In-flight emergency
    Federal Aviation Administration · § 107.21(a) · Primary source · checked
    “In an in-flight emergency requiring immediate action, the remote pilot in command may deviate from any rule of this part to the extent necessary to meet that emergency.”
  2. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42091, § III.E.1.d ‘Emergency Powers of a Remote Pilot in Command’ · Primary source · checked
    “there are emergency scenarios in which a remote pilot may need to deviate from certain … provisions of part 107, such as altitude and visual line of sight, to avoid an unexpected and unforeseen collision with a manned aircraft or a person on the ground.”
  3. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42091, § III.E.1.d ‘Emergency Powers of a Remote Pilot in Command’ · Primary source · checked
    “For example, if a manned aircraft approaches the small unmanned aircraft from below, the small unmanned aircraft may be unable to immediately descend and land without risking a collision.”

Updated · Exam outline: 107.73(e)

Form 02 / 24 #1KHV4H #

During a bridge inspection, a remote pilot in command climbs above the 400-foot limit of 14 CFR 107.51 to avoid a manned aircraft in an in-flight emergency. What reporting does 14 CFR 107.21 then require?

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Answer

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Answer A written report of the deviation, sent to the Administrator upon request

Under 107.21(b), a remote pilot in command who deviates from a rule during an in-flight emergency must, upon request of the Administrator, send a written report of that deviation to the Administrator. The FAA explains that the report must give a detailed explanation of what happened, so the agency can oversee how emergency powers are used. Section 107.21 sets no automatic deadline: the 10-calendar-day deadline belongs to the safety event reports of 107.9, such as reports of serious injury. Nothing in 107.21 calls for a spoken report to an air traffic facility before the next flight.

Sources

  1. 14 CFR 107.21 — In-flight emergency
    Federal Aviation Administration · § 107.21(b) · Primary source · checked
    “Each remote pilot in command who deviates from a rule under paragraph (a) of this section must, upon request of the Administrator, send a written report of that deviation to the Administrator.”
  2. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42091–42092, § III.E.1.d ‘Emergency Powers of a Remote Pilot in Command’ · Primary source · checked
    “the remote pilot in command must, upon FAA request, submit a report to the FAA if he or she has exercised his or her emergency powers. This report must provide a detailed explanation of … what happened. This requirement will enable FAA oversight over the exercise of emergency powers”
  3. 14 CFR 107.9 — Safety event reporting
    Federal Aviation Administration · § 107.9 (introductory text) and (a) · Primary source · checked
    “No later than 10 calendar days after an operation that meets the criteria of either paragraph (a) or (b) of this section, a remote pilot in command must report to the FAA … (a) Serious injury to any person or any loss of consciousness”

Updated · Exam outline: 107.73(e)

Form 03 / 24 #T3JQA7 True / False #

A remote pilot in command who knows before takeoff that the battery is marginal for the planned route may rely on 14 CFR 107.21 to cut a shorter path beyond visual line of sight if the battery runs low in flight.

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Answer

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Answer False

False. Section 107.21(a) covers an in-flight emergency requiring immediate action. The FAA reads "emergency" by its plain meaning, an unexpected and unforeseen serious occurrence that requires urgent, prompt action, and states that the deviation cannot be taken for situations that were expected or foreseen before takeoff. A battery already known to be marginal is foreseen. In that case the FAA says the remote pilot in command must delay or cancel the takeoff, or otherwise change the operation, so that it fully complies with Part 107, including the visual line-of-sight rule.

Sources

  1. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42091, § III.E.1.d ‘Emergency Powers of a Remote Pilot in Command’ · Primary source · checked
    “this deviation cannot be taken for situations that were expected or foreseen prior to the takeoff of the small unmanned aircraft. If a remote pilot in command expects or foresees an emergency situation prior to aircraft takeoff, then the remote pilot in command must delay or cancel takeoff or otherwise alter the parameters of the operation”
  2. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42091, § III.E.1.d ‘Emergency Powers of a Remote Pilot in Command’ · Primary source · checked
    “the plain-meaning dictionary definition of an emergency is an unexpected and unforeseen serious occurrence or situation that requires urgent, prompt action.”
  3. 14 CFR 107.21 — In-flight emergency
    Federal Aviation Administration · § 107.21(a) · Primary source · checked
    “In an in-flight emergency requiring immediate action, the remote pilot in command may deviate from any rule of this part to the extent necessary to meet that emergency.”

Updated · Exam outline: 107.73(e)

Form 04 / 24 #4TXGWJ #

During a bridge inspection, debris chips one propeller and the small unmanned aircraft starts to vibrate. It is 1,000 feet from the launch point, above open ground with no one nearby. Under 14 CFR 107.15(b), as the FAA explained it, what should the remote pilot in command do?

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Answer

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Answer Land it at once at the first available location where landing can be done safely

Section 107.15(b) bars continuing a flight once the pilot knows or has reason to know that the system is no longer in a condition for safe operation. The FAA lists damaged or distorted propeller blades among the characteristics that may make a small UAS unsafe, and gives damage in flight as an example. In that case the remote pilot must immediately discontinue the flight by landing at the first available location where the landing can be conducted safely. The aircraft does not need to return to its point of origin, and continuing the task because the controls still respond is what 107.15(b) prohibits.

Sources

  1. 14 CFR 107.15 — Condition for safe operation
    Federal Aviation Administration · § 107.15(b) · Primary source · checked
    “No person may continue flight of the small unmanned aircraft when he or she knows or has reason to know that the small unmanned aircraft system is no longer in a condition for safe operation.”
  2. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42153, § III.E.6.a.ii ‘Discontinuing Flight’ · Primary source · checked
    “if a small UAS should cease being in a condition for safe operation during flight, the remote pilot in command must immediately discontinue the flight”
  3. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42153, § III.E.6.a.ii ‘Discontinuing Flight’ · Primary source · checked
    “by landing the small unmanned aircraft at the first available location where the landing can be conducted safely.”
  4. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42151, § III.E.6.a.i ‘Preflight Check and Maintenance Requirements’ · Primary source · checked
    “Some examples of characteristics that may render a small UAS not in a condition for safe operation are: … and (6) damaged or distorted propeller blades.”
  5. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42153, § III.E.6.a.ii ‘Discontinuing Flight’ · Primary source · checked
    “For example, the small unmanned aircraft could sustain damage or partial loss of propulsion during flight rendering that aircraft unsafe for continuing the flight.”
  6. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42155, § III.E.7.c ‘Sufficient Power for the Small UAS’ · Primary source · checked
    “small unmanned aircraft flight can be terminated through a controlled safe landing; the aircraft does not necessarily need to return to its point of origin.”

Updated · Exam outline: 107.73(e)

Form 05 / 24 #WJZ9AK Choose 2 #

Choose TWO. In the preamble to the 2016 Part 107 final rule, the FAA explains what crew resource management covers for a remote pilot. Which of these does it list?

Select 2.
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Answer

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Answer Allocating tasks properly among the individuals on the crew; Avoiding work overloads in yourself and in the others on the crew

The FAA tests crew resource management so that a remote pilot can function in a team environment and maximize team performance. Its list includes situational awareness, proper allocation of tasks to individuals, avoidance of work overloads in self and in others, and effective communication with crew members such as visual observers. Rotating the remote pilot in command role is not on the FAA list, although Part 107 does allow a remote pilot in command to be designated before or during the flight under 107.19(a). The FAA sets no duty-hour log, and it even suggests adding extra visual observers to watch for approaching aircraft.

Sources

  1. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42167, § III.F.2.j.vii ‘Crew Resource Management’ · Primary source · checked
    “pilot certificate is able to function in a team environment and maximize team performance. This includes situational awareness, proper allocation of tasks to individuals, avoidance of work overloads in self and in others, and effectively communicating with other members of the crew”
  2. 14 CFR 107.19 — Remote pilot in command
    Federal Aviation Administration · § 107.19(a) · Primary source · checked
    “A remote pilot in command must be designated before or during the flight of the small unmanned aircraft.”
  3. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42134, § III.E.3.b.vi.2 ‘Undue Hazard If There Is a Loss of Control’ · Primary source · checked
    “add extra visual observers to the operation so that they can notify the remote pilot if other aircraft are approaching the area of operation.”

Updated · Exam outline: 107.73(f)

Form 06 / 24 #ENKF1C #

Princeton University commented that crew resource management is irrelevant for students who fly a small UAS on campus under a faculty member's direct supervision. How did the FAA respond in the 2016 final rule?

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Answer

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Answer It kept the topic, calling that case exactly the kind that requires it

The FAA answered that the Princeton scenario is precisely the type of case that requires a remote pilot in command to understand crew resource management, because the remote pilot would be supervising a student at the controls and must communicate with and guide that crew. The FAA acknowledged that not every operation uses a visual observer, but it did not create an exception for such applicants. Nor did it move the topic: 14 CFR 107.73 lists crew resource management among the areas covered by both the initial knowledge test and recurrent training.

Sources

  1. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42167, § III.F.2.j.vii ‘Crew Resource Management’ · Primary source · checked
    “The scenario Princeton University provided in its comment is precisely the type of scenario that would require a certificated remote pilot in command to have an understanding of crew resource management.”
  2. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42167, § III.F.2.j.vii ‘Crew Resource Management’ · Primary source · checked
    “The remote pilot in command in that scenario would need to know how to effectively communicate and guide his or her crew (the student).”
  3. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42166, § III.F.2.j.vii ‘Crew Resource Management’ · Primary source · checked
    “The FAA acknowledges that not all small UAS operations will utilize a visual observer or more than one manipulator of the controls of the small unmanned aircraft.”
  4. 14 CFR 107.73 — Knowledge and training
    Federal Aviation Administration · § 107.73 (introductory text) and (f) · Primary source · checked
    “An initial aeronautical knowledge test and recurrent training covers the following areas of knowledge: … (f) Crew resource management”

Updated · Exam outline: 107.73(f)

Form 07 / 24 #N7X4ER True / False #

In the 2016 final rule, the FAA replaced the proposed requirement for a preflight briefing with a requirement that persons directly participating in the operation be informed, whether through a briefing or through other means.

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Answer

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Answer True

True. The NPRM would have required a briefing for all persons involved in the operation. The FAA found that requiring the information to be given in the form of a briefing was needlessly prescriptive, so 107.49(b) now requires the remote pilot in command to ensure that persons directly participating are informed about operating conditions, emergency and contingency procedures, roles and responsibilities, and potential hazards. The FAA says this can be done through a briefing or other means reasonably expected to inform them. A pilot flying entirely alone has no one else to inform.

Sources

  1. 14 CFR 107.49 — Preflight familiarization, inspection, and actions for aircraft operation
    Federal Aviation Administration · § 107.49(b) · Primary source · checked
    “Ensure that all persons directly participating in the small unmanned aircraft operation are informed about the operating conditions, emergency procedures, contingency procedures, roles and responsibilities, and potential hazards”
  2. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42132, § III.E.3.b.v ‘Preflight Briefing’ · Primary source · checked
    “the proposed requirement to convey important information in the form of a briefing was needlessly prescriptive. … This information could be conveyed through a briefing or through some other means that would reasonably be expected to inform the recipient.”
  3. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42132, § III.E.3.b.v ‘Preflight Briefing’ · Primary source · checked
    “If the remote pilot in command is conducting a small UAS operation entirely by him or herself, there is no one else that he or she can brief.”

Updated · Exam outline: 107.73(f)

Form 08 / 24 #F2ZN73 #

Eleven hours after his last drink, a remote pilot in command takes a breath test that shows an alcohol concentration of 0.05. Under 14 CFR 107.27 and 91.17, may he act as remote pilot in command now?

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Answer

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Answer No, because his alcohol concentration is at or above 0.04

Section 107.27 applies 14 CFR 91.17 to the remote pilot in command. Section 91.17(a) lists separate prohibitions, and each one applies on its own. One bars acting as a crewmember within 8 hours after drinking, but passing that mark does not clear the others. Paragraph (a)(4) bars acting with an alcohol concentration of 0.04 or greater in a blood or breath specimen, so a reading of 0.05 disqualifies him. The threshold in (a)(4) is 0.04, not any measurable amount; a lower reading does not by itself violate (a)(4), although the other prohibitions still apply.

Sources

  1. 14 CFR 91.17 — Alcohol or drugs
    Federal Aviation Administration · § 91.17(a)(4) · Primary source · checked
    “While having an alcohol concentration of 0.04 or greater in a blood or breath specimen.”
  2. 14 CFR 91.17 — Alcohol or drugs
    Federal Aviation Administration · § 91.17(a)(1) · Primary source · checked
    “No person may act or attempt to act as a crewmember of a civil aircraft— (1) Within 8 hours after the consumption of any alcoholic beverage”
  3. 14 CFR 107.27 — Alcohol or drugs
    Federal Aviation Administration · § 107.27 · Primary source · checked
    “A person manipulating the flight controls of a small unmanned aircraft system or acting as a remote pilot in command or visual observer must comply with the provisions of §§ 91.17 and 91.19 of this chapter.”

Updated · Exam outline: 107.73(i)

Form 09 / 24 #WD81K2 #

A remote pilot in command holds no FAA medical certificate. On the morning of a job, he has dizzy spells that he knows would interfere with safely operating the small UAS. Under 14 CFR 107.17, what may he do on this operation?

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Answer

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Answer Neither fly nor serve as the visual observer for this operation

Part 107 does not require an airman medical certificate, but 107.17 bars a person from manipulating the controls or acting as remote pilot in command, visual observer, or direct participant if he knows or has reason to know of a physical or mental condition that would interfere with safe operation. Lacking a medical certificate does not remove this duty. Moving to the visual observer role does not help, because 107.17 names that role too. The FAA adds that a person who is unsure about his limitations should consult a physician.

Sources

  1. 14 CFR 107.17 — Medical condition
    Federal Aviation Administration · § 107.17 · Primary source · checked
    “No person may manipulate the flight controls of a small unmanned aircraft system or act as a remote pilot in command, visual observer, or direct participant in the operation of the small unmanned aircraft if he or she knows or has reason to know that he or she has a physical or mental condition that would interfere with the safe operation”
  2. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42159, § III.F.2.c ‘No Airman Medical Certificate Required’ · Primary source · checked
    “this rule will not require an airman medical certificate but will prohibit a person from manipulating the flight controls of … a small UAS or acting as a remote pilot in command or visual observer if he or she knows or has reason to know that he or she has a physical or mental condition”
  3. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42160, § III.F.2.c ‘No Airman Medical Certificate Required’ · Primary source · checked
    “If that person is unsure as to the limitations of his or her physical or mental condition, he or she should consult with a physician.”

Updated · Exam outline: 107.73(i)

Form 10 / 24 #XYJKVS True / False #

The FAA has published a list of medical conditions that disqualify a person from acting as remote pilot in command under 14 CFR 107.17.

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Answer

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Answer False

False. The FAA explains that it has not established a list of disqualifying medical conditions under 107.17, because the wide range of small UAS operations could be affected differently by different conditions. A person who cannot move his fingers might be unable to fly with a hand-operated control station but able to fly one with voice controls. Each person is responsible for knowing his or her own physical and mental limitations and judging whether they allow safe participation in the specific operation, and should consult a physician when unsure.

Sources

  1. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42160, § III.F.2.c ‘No Airman Medical Certificate Required’ · Primary source · checked
    “The FAA has not established a list of disqualifying medical conditions under § 107.17 because there are a wide range of small UAS operations that could be affected differently by different medical conditions.”
  2. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42160, § III.F.2.c ‘No Airman Medical Certificate Required’ · Primary source · checked
    “a person who is incapable of moving his fingers would not be able to safely operate a small UAS whose control station interface is manually manipulated with the fingers. However, that person may be able to safely operate a small UAS whose control station is operated through voice controls.”
  3. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42160, § III.F.2.c ‘No Airman Medical Certificate Required’ · Primary source · checked
    “A person participating in a small UAS operation is responsible for knowing his or her physical and mental limitations and evaluating whether those limitations would allow him or her to safely participate in the specific small UAS operation that he or she is considering.”

Updated · Exam outline: 107.73(i)

Form 11 / 24 #6A9BT7 #

According to the FAA, why is aeronautical decision-making and judgment an area of knowledge on the remote pilot knowledge test?

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Answer

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Answer To anticipate how manned aircraft pilots will react to the small unmanned aircraft

The FAA explains that small unmanned aircraft, though limited to low altitudes, still share the airspace with some manned-aircraft operations. To share it safely, the remote pilot in command needs to understand the decision-making and judgment that manned aircraft pilots use, so as to anticipate how a manned aircraft will react to the small unmanned aircraft. Right of way is not the reason: under 107.37(a) a small unmanned aircraft must yield the right of way to all aircraft. A flight proficiency check is not the reason either, because the rule does not require applicants to demonstrate flight proficiency.

Sources

  1. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42167, § III.F.2.j.x ‘Aeronautical Decision-Making and Judgment’ · Primary source · checked
    “they will still share the airspace with some manned-aircraft operations. To safely share the airspace, a remote pilot in command will need to understand the aeronautical decisionmaking and judgment that manned aircraft pilots engage in so that he or she can anticipate how a manned aircraft will react to the small unmanned aircraft.”
  2. 14 CFR 107.37 — Operation near aircraft; right-of-way rules
    Federal Aviation Administration · § 107.37(a) · Primary source · checked
    “Each small unmanned aircraft must yield the right of way to all aircraft, airborne vehicles, and launch and reentry vehicles.”
  3. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42160, § III.F.2.d ‘Flight Proficiency and Aeronautical Experience’ · Primary source · checked
    “this rule will not require applicants for a remote pilot certificate with a small UAS rating to demonstrate flight proficiency or aeronautical experience.”

Updated · Exam outline: 107.73(j)

Form 12 / 24 #J2GT6F True / False #

Because the FAA describes the preflight assessment as performance-based, a remote pilot in command who will fly over an empty rural area may leave out the 14 CFR 107.49(a) assessment of the operating environment.

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Answer

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Answer False

False. Section 107.49(a) requires the remote pilot in command, before every flight, to assess the operating environment, including local weather, local airspace and flight restrictions, the location of persons and property on the surface, and other ground hazards. Being performance-based means the FAA does not prescribe how the assessment is done, not that it may be skipped. The FAA's example is that a pilot in an empty rural area would not need to look at the same things as one in a crowded urban environment; both still make the assessment.

Sources

  1. 14 CFR 107.49 — Preflight familiarization, inspection, and actions for aircraft operation
    Federal Aviation Administration · § 107.49(a) · Primary source · checked
    “Prior to flight, the remote pilot in command must: (a) Assess the operating environment, considering risks to persons and property in the immediate vicinity both on the surface and in the air.”
  2. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42133, § III.E.3.b.vi.1 ‘Preflight Assessment of the Operating Environment’ · Primary source · checked
    “As a performance-based requirement, it is not the intent of this section to be … prescriptive with regard to how remote pilots conduct an assessment of their operating environment.”
  3. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42133, § III.E.3.b.vi.1 ‘Preflight Assessment of the Operating Environment’ · Primary source · checked
    “a remote pilot in command operating a small UAS in an empty rural area would not need to look at the same things to assure the safety of the operation as a remote pilot in command operating a small UAS in a crowded urban environment.”
  4. 14 CFR 107.49 — Preflight familiarization, inspection, and actions for aircraft operation
    Federal Aviation Administration · § 107.49(a)(1)–(4) · Primary source · checked
    “(1) Local weather conditions; (2) Local airspace and any flight restrictions; (3) The location of persons and property on the surface; and (4) Other ground hazards.”

Updated · Exam outline: 107.73(j)

Form 13 / 24 #22ME79 #

A remote pilot plans a 15-minute mapping flight with a battery-powered small UAS. Under 14 CFR 107.49(d), as the FAA explained it in the 2016 final rule, how much power must be available before the flight?

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Answer

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Answer Enough for the intended flight, its takeoff and controlled landing included

Section 107.49(d) requires enough available power for the system to operate for the intended operational time. The FAA explains that this time includes all power needs for the entire flight, including takeoff and a controlled landing, and that the rule does not prescribe a specific reserve. The NPRM had proposed an extra five minutes of power, but the final rule eliminated it. Commenters suggested a 10 percent reserve, and the FAA rejected a percentage-of-power requirement as unduly burdensome. The remote pilot must still consider the type of operation being conducted.

Sources

  1. 14 CFR 107.49 — Preflight familiarization, inspection, and actions for aircraft operation
    Federal Aviation Administration · § 107.49(d) · Primary source · checked
    “If the small unmanned aircraft is powered, ensure that there is enough available power for the small unmanned aircraft system to operate for the intended operational time”
  2. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42155, § III.E.7.c ‘Sufficient Power for the Small UAS’ · Primary source · checked
    “The intended operational time includes all power requirements for the entire flight, including take off and a controlled landing. While the final rule does not prescribe a specific amount of reserve power, the FAA notes that a remote pilot must take into consideration the type of operation being conducted.”
  3. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42155, § III.E.7.c ‘Sufficient Power for the Small UAS’ · Primary source · checked
    “After further consideration, the FAA retains the requirement that the small UAS has enough power to operate for its intended operational time, but has eliminated the additional five-minute requirement.”
  4. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42155, § III.E.7.c ‘Sufficient Power for the Small UAS’ · Primary source · checked
    “These commenters suggested that a requirement that is based on a 10% reserve of power would better accommodate small UAS”
  5. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42155, § III.E.7.c ‘Sufficient Power for the Small UAS’ · Primary source · checked
    “A percentage-of-power requirement would also be unduly burdensome, as it would require UAS with greater total power capacity to hold a larger power reserve than a UAS with a lesser power capacity.”

Updated · Exam outline: 107.73(l)

Form 14 / 24 #VE7K2P #

A remote pilot's small UAS came with a manufacturer's preflight checklist. For a flight that is not a Category 4 operation over people, how must the preflight check required by 14 CFR 107.15(a) be done, according to the FAA?

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Answer

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Answer By tasks the remote pilot chooses, so long as they show whether the systems work

Section 107.15(a) requires a check before each flight to determine whether the system is in a condition for safe operation. The FAA recommends that the remote pilot strongly consider the manufacturer's materials, but the rule does not require following the manufacturer's manual for the preflight check. The specific tasks are the remote pilot's choice, as long as they let him or her reasonably ascertain whether the pertinent systems are functioning properly. Part 107 sets no checklist to be filed with the FAA. Category 4 operations differ: 107.140(c) ties their inspections to the manufacturer's instructions or other acceptable instructions.

Sources

  1. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42152, § III.E.6.a.i ‘Preflight Check and Maintenance Requirements’ · Primary source · checked
    “this rule will not require the remote pilot in command to comply with the manufacturer’s manual as part of the preflight check. If the manufacturer’s manual provides sufficient guidance and the remote pilot in command determines that this guidance is the best way to conduct the preflight check, the remote pilot can conduct the check according to the manufacturer’s instructions.”
  2. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42152, § III.E.6.a.i ‘Preflight Check and Maintenance Requirements’ · Primary source · checked
    “the specific tasks necessary to conduct these checks will be determined by the remote pilot so long as the tasks enable him or her to reasonably ascertain whether the pertinent systems are functioning properly.”
  3. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42152, § III.E.6.a.i ‘Preflight Check and Maintenance Requirements’ · Primary source · checked
    “the FAA recommends that the remote pilot in command familiarize him or herself with this material and strongly consider using the approach specified in the manufacturer’s materials.”
  4. 14 CFR 107.15 — Condition for safe operation
    Federal Aviation Administration · § 107.15(a) · Primary source · checked
    “Prior to each flight, the remote pilot in command must check the small unmanned aircraft system to determine whether it is in a condition for safe operation.”
  5. 14 CFR 107.140 — Category 4 operations
    Federal Aviation Administration · § 107.140(c)(1)(iv) · Primary source · checked
    “Inspects the small unmanned aircraft in accordance with the manufacturer's instructions or other instructions acceptable to the Administrator”

Updated · Exam outline: 107.73(l)

Form 15 / 24 #YW417N True / False #

According to the FAA, the control link check in 14 CFR 107.49(c) is done by entering commands at the control station and seeing whether the small unmanned aircraft carries them out; flying it to the edge of radio range is not required.

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Answer

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Answer True

True. Section 107.49(c) requires the remote pilot in command to ensure, before flight, that all control links between the control station and the aircraft are working properly. The FAA says this can be done simply by inputting specific commands and seeing whether the aircraft carries out each command. A commenter asked the FAA to require verifying the transmitter's usable range. The FAA declined, because flying the aircraft to the point where the link begins to degrade may pose a heightened risk of loss of positive control.

Sources

  1. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42153, § III.E.6.a.iii ‘Control Link Check’ · Primary source · checked
    “This can be done simply by inputting specific commands into the control station and seeing whether the small unmanned aircraft carries out the pertinent command.”
  2. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42153, § III.E.6.a.iii ‘Control Link Check’ · Primary source · checked
    “Flying a small unmanned aircraft to the point that the control link begins to degrade may pose a heightened risk of loss of positive control, and as such, the FAA will not require the remote pilot in command to conduct this type of testing in this rule.”
  3. 14 CFR 107.49 — Preflight familiarization, inspection, and actions for aircraft operation
    Federal Aviation Administration · § 107.49(c) · Primary source · checked
    “Ensure that all control links between ground control station and the small unmanned aircraft are working properly”

Updated · Exam outline: 107.73(l)

Form 16 / 24 #FMHEA4 #

A remote pilot is preparing for a Part 107 operation at night. According to the FAA's explanation in the 2021 final rule, what is the purpose of the required anti-collision lighting?

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Answer

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Answer To make other pilots in the same airspace aware of the small unmanned aircraft

The FAA states that many commenters misunderstood the purpose of anti-collision lighting. It is not there for the remote pilot to maintain visual line of sight or see the aircraft's orientation, but for the awareness of other pilots operating in the same airspace. The FAA expected the lights to give other aircraft awareness of the small unmanned aircraft's presence. Helping people on the ground is not the stated purpose; the FAA treated possible distraction of people on the ground as a drawback that the benefits of night operations outweigh.

Sources

  1. Operation of Small Unmanned Aircraft Systems Over People — Final Rule (86 FR 4314, January 15, 2021)
    Federal Aviation Administration · 86 FR 4314 at 4354, § IX.A ‘Proposed Requirements and Comments Received’ · Primary source · checked
    “The purpose of anticollision lighting is not for the remote pilot to maintain visual line of sight and see the orientation of their small unmanned aircraft, but for the awareness of other pilots operating in the same airspace.”
  2. Operation of Small Unmanned Aircraft Systems Over People — Final Rule (86 FR 4314, January 15, 2021)
    Federal Aviation Administration · 86 FR 4314 at 4356, § IX.C ‘Anti-Collision Lighting’ · Primary source · checked
    “The Agency stated it anticipated the presence of anti-collision lights would provide other aircraft with awareness of a small unmanned aircraft’s presence.”
  3. Operation of Small Unmanned Aircraft Systems Over People — Final Rule (86 FR 4314, January 15, 2021)
    Federal Aviation Administration · 86 FR 4314 at 4359, § IX.F ‘Effect on Human Activity’ · Primary source · checked
    “The benefits of allowing small UAS operations at night in accordance with these requirements outweigh the potential drawback of distracting people on the ground.”

Updated · Exam outline: 107.73(m)

Form 17 / 24 #TB3HCG True / False #

For a Part 107 operation at night, the small unmanned aircraft must display position lighting in addition to its anti-collision lighting, so that the remote pilot can see its direction of flight.

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Answer

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Answer False

False. Section 107.29(a)(2) requires lighted anti-collision lighting for night operations, but no position lighting. The FAA considered position lighting and found that it might help a remote pilot meet the visual line-of-sight requirements of 107.31(a), such as knowing the aircraft's location, attitude, altitude and direction of flight. It did not require it, because it is not the only way to meet those requirements. A remote pilot may still use position lighting if he or she decides it is the best solution for safe operation.

Sources

  1. Operation of Small Unmanned Aircraft Systems Over People — Final Rule (86 FR 4314, January 15, 2021)
    Federal Aviation Administration · 86 FR 4314 at 4357, § IX.D ‘Position Lighting Not Required’ · Primary source · checked
    “Position lighting might assist a remote pilot in meeting the applicable visual line-of-sight requirements in § 107.31(a), such as knowing the unmanned aircraft’s location, attitude, altitude, and direction of flight. However, this rule does not require position lighting because it is not the only means by which a remote pilot could meet these requirements.”
  2. Operation of Small Unmanned Aircraft Systems Over People — Final Rule (86 FR 4314, January 15, 2021)
    Federal Aviation Administration · 86 FR 4314 at 4357–4358, § IX.D ‘Position Lighting Not Required’ · Primary source · checked
    “Although position lighting is not necessary for safe operation, a remote pilot may use position lighting if he or she determines … it would be the best solution for safe operation.”
  3. 14 CFR 107.29 — Operation at night
    Federal Aviation Administration · § 107.29(a)(2) · Primary source · checked
    “The small unmanned aircraft has lighted anti-collision lighting visible for at least 3 statute miles that has a flash rate sufficient to avoid a collision.”

Updated · Exam outline: 107.73(m)

Form 18 / 24 #H2S7P9 True / False #

Part 107 sets no night vision test for the remote pilots or visual observers who take part in operations at night.

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Answer

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Answer True

True. In the 2021 final rule, a commenter asked that visual observers who have passed a night vision test take part in night operations, and others asked for annual attestation of night vision. The FAA declined: the visual line-of-sight requirement, combined with the other Part 107 requirements, is sufficient for the risk of night operations, so the rule requires no night vision test for remote pilots or visual observers. The FAA added that Part 107 requires no airman medical certificate, but 107.17 still bars anyone who knows of a condition that would interfere with safe operation.

Sources

  1. Operation of Small Unmanned Aircraft Systems Over People — Final Rule (86 FR 4314, January 15, 2021)
    Federal Aviation Administration · 86 FR 4314 at 4355, § IX.B ‘Knowledge Requirements for Remote Pilots Conducting Operations at Night’ · Primary source · checked
    “One commenter suggested the Agency require one or more visual observers who have taken the night vision test to participate in operations at night.”
  2. Operation of Small Unmanned Aircraft Systems Over People — Final Rule (86 FR 4314, January 15, 2021)
    Federal Aviation Administration · 86 FR 4314 at 4358, § IX.E ‘Miscellaneous Night Operations Considerations’ · Primary source · checked
    “remote pilots should be required to attest annually to this visual capability.”
  3. Operation of Small Unmanned Aircraft Systems Over People — Final Rule (86 FR 4314, January 15, 2021)
    Federal Aviation Administration · 86 FR 4314 at 4355, § IX.B ‘Knowledge Requirements for Remote Pilots Conducting Operations at Night’ · Primary source · checked
    “The visual line of sight requirement in part 107, combined with other requirements, is sufficient to address the risk associated with night operations; therefore, this rule does not require a night vision test for remote pilots or visual observers.”
  4. Operation of Small Unmanned Aircraft Systems Over People — Final Rule (86 FR 4314, January 15, 2021)
    Federal Aviation Administration · 86 FR 4314 at 4358, § IX.E ‘Miscellaneous Night Operations Considerations’ · Primary source · checked
    “operations under part 107 do not require airman medical certificates, given the low risk associated with small UAS operations, the limited operational range of visual line of sight operations, and the requirement that the remote pilot may operate only within their capabilities.”
  5. Operation of Small Unmanned Aircraft Systems Over People — Final Rule (86 FR 4314, January 15, 2021)
    Federal Aviation Administration · 86 FR 4314 at 4358, § IX.E ‘Miscellaneous Night Operations Considerations’ · Primary source · checked
    “the FAA prohibits a person from manipulating the flight controls of a small UAS or acting as a remote pilot in command or visual observer if he or she knows or has reason to know that he or she has a physical or mental condition that would interfere with the safe operation of a small UAS.”

Updated · Exam outline: 107.73(m)

Form 19 / 24 #P08YJ4 #

A remote pilot is choosing an anti-collision light for Part 107 night operations. Which statement correctly describes the requirement in 14 CFR 107.29, as the FAA explained it in the 2021 final rule?

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Answer

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Answer No color is specified, and the light must flash at a rate sufficient to avoid a collision

Section 107.29(a)(2) requires anti-collision lighting visible for at least 3 statute miles that has a flash rate sufficient to avoid a collision, so a steady light does not comply. The FAA explains that it found it appropriate for these lights to flash rather than be static. It also declined to set a color: prescriptive color requirements would unnecessarily restrict design, and requiring a specific color or type of light is unnecessary under this performance-based rule. Many aircraft flown under night waivers used white lights.

Sources

  1. 14 CFR 107.29 — Operation at night
    Federal Aviation Administration · § 107.29(a)(2) · Primary source · checked
    “The small unmanned aircraft has lighted anti-collision lighting visible for at least 3 statute miles that has a flash rate sufficient to avoid a collision.”
  2. Operation of Small Unmanned Aircraft Systems Over People — Final Rule (86 FR 4314, January 15, 2021)
    Federal Aviation Administration · 86 FR 4314 at 4357, § IX.C.2 ‘Design of Anti-Collision Lights’ · Primary source · checked
    “Prescriptive color requirements would unnecessarily restrict design. … Overall, requiring a specific color or type of light is unnecessary. This rule’s performance-based requirement is appropriate for the level of risk associated with night operations”
  3. Operation of Small Unmanned Aircraft Systems Over People — Final Rule (86 FR 4314, January 15, 2021)
    Federal Aviation Administration · 86 FR 4314 at 4356, § IX.C.1 ‘Flash Rate’ · Primary source · checked
    “requiring anti-collision lights for operations during both civil twilight and at night to flash, rather than be static, is appropriate.”
  4. Operation of Small Unmanned Aircraft Systems Over People — Final Rule (86 FR 4314, January 15, 2021)
    Federal Aviation Administration · 86 FR 4314 at 4357, § IX.C.2 ‘Design of Anti-Collision Lights’ · Primary source · checked
    “many of these small unmanned aircraft utilize white anticollision lights to meet the 3 statute mile visibility requirement.”

Updated · Exam outline: 107.73(m)

Form 20 / 24 #47QSW4 True / False #

For a night operation, a remote pilot may rely on the manufacturer's statement that the anti-collision lighting meets the visibility and flash-rate requirements, but still remains responsible for verifying that the lighting is operational.

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Answer

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Answer True

True. In the 2021 final rule, the FAA says the remote pilot may rely on manufacturer statements that the anti-collision lighting is visible for 3 statute miles and has a sufficient flash rate. The remote pilot ultimately remains responsible for verifying that the lighting is operational, visible for 3 statute miles, and flashing at a rate sufficient to avoid a collision at the operating location. That responsibility applies both before and during each night operation.

Sources

  1. Operation of Small Unmanned Aircraft Systems Over People — Final Rule (86 FR 4314, January 15, 2021)
    Federal Aviation Administration · 86 FR 4314 at 4356, § IX.C.1 ‘Flash Rate’ · Primary source · checked
    “The remote pilot may rely on manufacturer statements indicating the anti-collision lighting is visible for 3 statute miles and has a flash rate that is sufficient to comply with the requirements of this rule. However, the remote pilot ultimately remains responsible for verifying that anticollision lighting is operational, visible for 3 statute miles, and has a flash rate”
  2. Operation of Small Unmanned Aircraft Systems Over People — Final Rule (86 FR 4314, January 15, 2021)
    Federal Aviation Administration · 86 FR 4314 at 4356, § IX.C.1 ‘Flash Rate’ · Primary source · checked
    “Under this rule, the remote pilot is responsible for ensuring the anticollision lights are operating, are visible for 3 statute miles, and have a flash rate sufficient to avoid a collision at the operating location, both prior to conducting and during each night operation.”

Updated · Exam outline: 107.73(m)

Form 21 / 24 #KWA7DT #

A Part 61 private pilot who meets the flight review requirements of 14 CFR 61.56 and is current for night flying in airplanes holds a remote pilot certificate. His last Part 107 training was in January 2021, and it is now February 2022. Before he flies a small UAS at night, what does Part 107 require?

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Answer

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Answer Updated Part 107 training or testing that covers operation at night

Section 107.29(a)(1) allows night operation only if the remote pilot in command completed an initial knowledge test or training under 107.65 after April 6, 2021; training for Part 61 pilots now includes operation at night under 107.74(h). The FAA rejected a request to excuse Part 61 pilots: they must take the training in its entirety, including the night sections, despite their manned-aircraft night training. A waiver is not available for this requirement, because 107.205 lists only 107.29(a)(2) and (b), the anti-collision lighting rules.

Sources

  1. 14 CFR 107.29 — Operation at night
    Federal Aviation Administration · § 107.29(a)(1) · Primary source · checked
    “The remote pilot in command of the small unmanned aircraft has completed an initial knowledge test or training, as applicable, under § 107.65 after April 6, 2021”
  2. Operation of Small Unmanned Aircraft Systems Over People — Final Rule (86 FR 4314, January 15, 2021)
    Federal Aviation Administration · 86 FR 4314 at 4355, § IX.B ‘Knowledge Requirements for Remote Pilots Conducting Operations at Night’ · Primary source · checked
    “A few commenters requested the Agency decline to require pilots who have certificates under part 61 to complete recurrent training specific to night operations. The Agency disagrees. … This rule requires part 61 pilots to take the recurrent training in its entirety, including those sections pertinent to night operations, despite having taken manned-aircraft-specific nighttime training”
  3. 14 CFR 107.74 — Small unmanned aircraft system training
    Federal Aviation Administration · § 107.74 (introductory text) and (h) · Primary source · checked
    “Training for pilots who hold a pilot certificate (other than a student pilot certificate) issued under part 61 of this chapter and meet the flight review requirements specified in § 61.56 covers the following areas of knowledge: … (h) Operation at night.”
  4. 14 CFR 107.205 — List of regulations subject to waiver
    Federal Aviation Administration · § 107.205(b) · Primary source · checked
    “Section 107.29(a)(2) and (b)—Anti-collision light required for operations at night and during periods of civil twilight.”

Updated · Exam outline: 107.73(m)

Form 22 / 24 #MVWEPW #

During a night inspection of a glass office tower, the remote pilot in command determines that glare from the anti-collision strobe off the facade makes it unsafe to judge the aircraft's distance from the wall. Under 14 CFR 107.29(a)(2), what may the remote pilot do?

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Answer

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Answer Reduce the strobe's intensity, keeping it on and flashing

Section 107.29(a)(2) lets the remote pilot in command reduce the intensity of the anti-collision lighting, but not extinguish it, after determining that operating conditions make this in the interest of safety. Turning the strobe off is therefore not allowed, even close to the building. The light must also keep a flash rate sufficient to avoid a collision, and the FAA confirms that all anti-collision lights must flash at such a rate, so switching to a steady light fails as well. Dimming while it keeps flashing is the permitted response.

Sources

  1. 14 CFR 107.29 — Operation at night
    Federal Aviation Administration · § 107.29(a)(2) · Primary source · checked
    “The remote pilot in command may reduce the intensity of, but may not extinguish, the anti-collision lighting if he or she determines that, because of operating conditions, it would be in the interest of safety to do so.”
  2. Operation of Small Unmanned Aircraft Systems Over People — Final Rule (86 FR 4314, January 15, 2021)
    Federal Aviation Administration · 86 FR 4314 at 4358–4359, § IX.F ‘Effect on Human Activity’ · Primary source · checked
    “This rule requires all anti-collision lights to flash at a rate sufficient to avoid a collision. Furthermore, the remote pilot may use their discretion to determine … the circumstances under which they could safely reduce the intensity of, but not extinguish, the anti-collision lighting.”

Updated · Exam outline: 107.73(m)

Form 23 / 24 #X092XG #

Before a Part 107 job, the remote pilot in command takes an over-the-counter allergy medicine. Under the drug rule that 14 CFR 107.27 applies, which statement is correct?

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Answer

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Answer He may not act as a crewmember if it affects his faculties in any way contrary to safety

Section 107.27 makes the remote pilot in command comply with 14 CFR 91.17, and 91.17(a)(3) bars acting as a crewmember while using any drug that affects the person's faculties in any way contrary to safety. The FAA states that over-the-counter medications are covered by this provision. The test is the drug's effect on the person, not a fixed waiting period, so there is no 24-hour rule. Nor can the pilot clear the medicine by telling the FAA: the FAA found no need for any statement before each flight, and reporting does not change whether he is impaired.

Sources

  1. 14 CFR 91.17 — Alcohol or drugs
    Federal Aviation Administration · § 91.17(a)(3) · Primary source · checked
    “No person may act or attempt to act as a crewmember of a civil aircraft— … (3) While using any drug that affects the person's faculties in any way contrary to safety”
  2. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42154, § III.E.7.b ‘Drug and Alcohol Prohibition’ · Primary source · checked
    “The FAA agrees with this comment and notes that over-the-counter medications are addressed by the provisions of this rule. Specifically, § 91.17(a)(3) prohibits the use of any drug that affects the person’s faculties in any way contrary to safety.”
  3. 14 CFR 107.27 — Alcohol or drugs
    Federal Aviation Administration · § 107.27 · Primary source · checked
    “A person manipulating the flight controls of a small unmanned aircraft system or acting as a remote pilot in command or visual observer must comply with the provisions of §§ 91.17 and 91.19 of this chapter.”
  4. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42154, § III.E.7.b ‘Drug and Alcohol Prohibition’ · Primary source · checked
    “It is also not necessary to require a self-certification statement prior to every small UAS flight because this requirement is not imposed on manned-aircraft operations by the drug and alcohol provisions of §§ 91.17 and 91.19.”

Updated · Exam outline: 107.73(i)

Form 24 / 24 #TYNW4S #

For a small UAS that is not used for Category 4 operations over people, what inspections are required under Part 107?

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Answer

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Answer A check before each flight, and no inspection at fixed intervals

Section 107.15(a) requires the remote pilot in command to check the small UAS before each flight to determine whether it is in a condition for safe operation, and Part 107 adds no inspection at fixed intervals. The FAA chose this preflight inspection in place of the Part 43 framework used for certificated manned aircraft, which includes inspections every 12 months, because small UAS pose a much lower risk. The rule does not require compliance with Part 43 and sets no inspection by calendar months or flight hours. Category 4 aircraft have separate maintenance and inspection rules in 107.140.

Sources

  1. 14 CFR 107.15 — Condition for safe operation
    Federal Aviation Administration · § 107.15(a) · Primary source · checked
    “Prior to each flight, the remote pilot in command must check the small unmanned aircraft system to determine whether it is in a condition for safe operation.”
  2. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42151, § III.E.6.a.i ‘Preflight Check and Maintenance Requirements’ · Primary source · checked
    “Completion of a preflight inspection of the small UAS prior to each flight will serve to mitigate risk in a manner appropriate for the risk posed by the small UAS operation. While this rule will not require small UAS to comply with part 43”
  3. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42149, § III.E.6.a ‘Inspections and Maintenance’ · Primary source · checked
    “existing regulations applicable to manned civil aircraft require particular U.S. airworthiness certificated aircraft to be inspected every 12 months.”
  4. Operation and Certification of Small Unmanned Aircraft Systems — Final Rule (81 FR 42064, June 28, 2016)
    Federal Aviation Administration · 81 FR 42064 at 42149, § III.E.6.a ‘Inspections and Maintenance’ · Primary source · checked
    “In place of the requirements of part 43, the NPRM proposed to create a maintenance and inspection framework that corresponds with the significantly reduced risk posed by small UAS operations conducted under part 107.”
  5. 14 CFR 107.140 — Category 4 operations
    Federal Aviation Administration · § 107.140(b)(3) · Primary source · checked
    “Have maintenance, preventive maintenance, alterations, or inspections performed in accordance with paragraph (c)(1) of this section.”

Updated · Exam outline: 107.73(l)

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