FAA Part 107 Remote Pilot Certificate

Credential header

Credential: Remote Pilot Certificate with Small UAS Rating (14 CFR Part 107)
Issuing body: Federal Aviation Administration (FAA)
Jurisdiction: United States (federal)
Level: Federal operating certificate — legally required for any non-recreational (commercial, precision-ag, inspection, public-safety) small UAS operation
Prerequisites: At least 16 years old; able to read, speak, write, and understand English; in physical and mental condition to safely operate; pass the 60-question Unmanned Aircraft General (UAG) knowledge test; TSA security screening; complete the application via IACRA
Renewal: Free online recurrent training (FAASTeam/ALC-677 or its current successor) every 24 calendar months — no re-examination under the current rule; verify the current recurrent-training course code on faa.gov

Pathway: how the certificate is earned

Eligibility check. 16+ years old, English-proficient, medically fit for safe operation (no FAA medical certificate required — self-certification).
Study. The knowledge areas below; most candidates need 15–30 hours of study. The FAA publishes the test's knowledge areas and sample materials — study those, plus a sectional-chart legend.
Knowledge test (UAG). 60 multiple-choice questions, 2 hours, 70% to pass (42 correct). Taken at an FAA-approved testing center; fee set by the testing provider (verify current fee — it has historically been ~$175).
IACRA application. Complete FAA Form 8710-13 via the Integrated Airman Certification and Rating Application (IACRA) system.
TSA vetting. Background security screening runs in the background of the application.
Certificate issued. A permanent remote pilot certificate (plastic card) arrives by mail; a temporary certificate is available promptly after approval.
Stay current. Complete the free online recurrent training every 24 calendar months. Operating commercially without a current certificate (or without meeting the recurrent-training requirement) is a violation.

Note the boundary: Part 107 covers small UAS under 55 lb for non-recreational use. Purely recreational flying falls under 49 USC 44809 (the recreational exception, requiring TRUST completion instead). Spray/dispensing drones additionally need a Part 137 agricultural aircraft operator certificate plus state pesticide-applicator licensing — Part 107 alone doesn't cover dispensing.

Knowledge domain 1 — Regulations and operating rules (Part 107 core)

The rules the exam tests as numbers:

Max takeoff weight: 55 lb (25 kg).
Max groundspeed: 100 mph (87 knots).
Max altitude: 400 ft AGL; or within 400 ft of a structure (and not above it) when inspecting that structure.
Min visibility: 3 statute miles from the control station.
Cloud clearances: 500 ft below, 2000 ft horizontal from clouds (no "clear of clouds" minimum like manned VFR — memorize the 500/2000).
Operations only in Class G airspace by default; Class B/C/D/E (surface) require prior ATC authorization (via LAANC or the FAA DroneZone portal).
Visual line of sight (VLOS) required at all times — no binoculars/telescopes (corrective lenses and a visual observer excepted); the remote PIC, visual observer, and person manipulating controls must be able to see the aircraft unaided.
One aircraft per operator at a time (no "swarm" operations without waiver).
No operations over human beings (unless meeting a Category 1–4 provision), over moving vehicles, in a careless/reckless manner, or while impaired.
Yield right-of-way to all manned aircraft; do not interfere with emergency response.
Night operations permitted with anti-collision lighting visible for 3 statute miles (flashing) and required knowledge/training; civil twilight defined as 30 minutes before sunrise to 30 minutes after sunset.
Remote ID: most UAS must broadcast Standard Remote ID (or use a broadcast module / fly in a FRIA — FAA-Recognized Identification Area). Know the three compliance paths.
Preflight: inspect the aircraft, check airspace/weather, brief crew. Accident reporting to the FAA within 10 days for serious injury, loss of consciousness, or property damage over $500 (excluding the UAS itself).

Knowledge domain 2 — Airspace classes and LAANC

Class A: 18,000 ft MSL to FL600 — IFR only; irrelevant to sUAS (you'll never fly here).
Class B: around the busiest airports (e.g., ATL, ORD, LAX) — surface to 10,000 ft MSL, tiered "upside-down wedding cake." Prior authorization required; LAANC may offer 0-ft grids (no authorization) near runways.
Class C: busy airports with control tower + radar — surface to 4,000 ft AGL, 5 NM inner ring / 10 NM outer ring. Authorization required.
Class D: airports with control tower, no radar approach — surface to 2,500 ft AGL, ~4 NM radius. Authorization required.
Class E: controlled airspace not in B/C/D — starts at surface (E-surface extensions), 700 ft AGL, or 1,200 ft AGL depending on the area. E-surface areas require authorization; E starting at 700/1,200 ft AGL does not (you fly below it in Class G).
Class G: uncontrolled — the default sUAS playground. No authorization needed (but all other Part 107 rules still apply).
Special-use airspace: prohibited areas (P-xxx, never enter), restricted areas (R-xxx, need permission), warning/military operations/alert areas, TFRs (temporary flight restrictions — check before every flight), national security UAS flight restrictions.
LAANC (Low Altitude Authorization and Notification Capability): near-real-time authorizations in controlled airspace via approved apps, often granted in seconds up to the published grid altitude. Non-LAANC requests go through FAA DroneZone (longer lead time).

Knowledge domain 3 — Sectional-chart reading

The exam shows chart excerpts; you must extract airspace, obstructions, and navigation facts.

Airport symbols: blue = towered airport (Class D or above); magenta = non-towered. Runway length shown (e.g., "54" = 5,400 ft); "RP" notes right traffic.
Airspace depictions: solid blue line = Class B boundary; solid magenta = Class C; dashed blue = Class D; dashed magenta = Class E-surface. Shaded magenta vignette = Class E starting at 700 ft AGL; no shading = E at 1,200 ft AGL (or G below that).
Altitudes: MSL (above mean sea level, chart elevations) vs AGL (above ground level — your 400-ft limit). MEF (maximum elevation figure) in each quadrant = highest obstacle + safety margin, in MSL.
Obstructions: tower symbols with height in MSL/AGL (e.g., "1249 (749)" = 1,249 ft MSL, 749 ft AGL). Wind turbines, catenary wires.
Latitude/longitude: read to minutes/seconds; each minute of latitude ≈ 1 NM. Useful for "how far from the airport" questions.
Military training routes (MTRs): gray lines (VR/IR) — low-level high-speed routes; extra vigilance, not prohibited.
Chart legend is provided in the test supplement — practice finding things in it quickly rather than memorizing every symbol.

Knowledge domain 4 — Weather theory (METAR/TAF)

METAR (current observation) decode: station, date/time (Zulu), wind (direction/speed/gusts, VRB variable), visibility (statute miles), weather phenomena (e.g., -RA light rain, BR mist, FG fog, TS thunderstorm), sky condition (FEW/SCT/BKN/OVC with heights in hundreds of feet), temperature/dewpoint (°C), altimeter (inHg).
TAF (forecast): valid period, prevailing + temporary (TEMPO) + becoming (BECMG) groups; PROB30/PROB40 probability groups.
Stability and hazards: temperature/dewpoint spread < ~2°C → fog risk; unstable air (steep lapse rate) → turbulence, good for dispersion; stable air → poor dispersion, fog/stratus. Cold fronts: cumuliform clouds, turbulence, gusty winds, thunderstorms (squall lines); warm fronts: stratiform, drizzle, poor visibility.
Density altitude: the exam's favorite calculation. High temperature, high humidity, and high elevation all increase density altitude (thinner air → less lift, less thrust, less rotor efficiency). Pressure altitude = field elevation corrected for non-standard pressure; density altitude = pressure altitude corrected for non-standard temperature.
Wind: always reported as the direction wind comes from, in magnetic (METAR) terms; mechanical turbulence near obstructions; wind shear hazards near fronts and thunderstorms.
Where to get it: the exam expects you to know the sources — aviationweather.gov, METAR/TAF, winds-aloft (FD) forecasts, AIRMETs/SIGMETs (check for your area).

Knowledge domain 5 — Loading, performance, and aerodynamics

Weight and balance: CG must remain within limits; adding payload (cameras, spray tanks) shifts CG — compute moments (weight × arm) and verify against the envelope. An aft CG reduces stability; exceeding max gross weight degrades every performance margin.
Load factor: in a level turn, load factor n = 1/cos(bank angle). At 60° bank, n = 2 — the wings/rotors carry twice the weight, and stall speed rises by √n (a 41% increase at n = 2).
Stall/settling: fixed-wing stalls with angle of attack; multirotors risk vortex ring state (settling with power) in rapid vertical descents — descend with lateral movement or slowly.
Performance factors: density altitude (above), wind (headwind helps endurance? no — for multirotors, moderate wind can increase power draw), battery (cold reduces capacity; plan reserves — the exam likes "land with 20–30% remaining" judgment questions), weight.
Crew resource management: briefings, sterile phases, fitness for duty, IMSAFE checklist (Illness, Medication, Stress, Alcohol, Fatigue, Emotion/Eating).

Worked examples

Example 1 — METAR decode. KDET 301753Z 27012G22KT 10SM FEW045 SCT250 22/08 A2992. Decode: Detroit City airport, 30th at 1753Z; wind from 270° (west) at 12 kt gusting 22 kt; visibility 10 statute miles; few clouds at 4,500 ft, scattered at 25,000 ft; temperature 22°C, dewpoint 8°C (14° spread — no fog concern); altimeter 29.92 inHg (standard pressure). Flying conditions: VFR, but gusty crosswinds — check the UAS wind limits and gust response.

Example 2 — Density altitude. Airport elevation 3,000 ft MSL, altimeter 29.42 inHg, temperature 35°C. Pressure altitude ≈ 3,000 + (29.92 − 29.42) × 1,000 = 3,500 ft. Temperature correction: ISA temperature at 3,500 ft ≈ 15 − 2×3.5 = 8°C; deviation = 35 − 8 = 27°C; density altitude ≈ 3,500 + 120 × 27 = 3,500 + 3,240 = 6,740 ft. The aircraft performs as if at ~6,700 ft — expect materially reduced climb performance and shorter endurance; reduce payload or wait for cooler air.

Example 3 — Airspace determination. You plan to fly at 200 ft AGL, 3 NM from a Class D airport whose dashed-blue circle has a 4.3 NM radius. Analysis: 3 NM < 4.3 NM → you are inside Class D surface airspace → prior authorization required (LAANC). If instead you were 5 NM out in an area with no shading on the sectional, you'd be in Class G (or E at 700+) and could fly without authorization — but still under all Part 107 operating rules.

Example 4 — Load factor and stall speed. A fixed-wing sUAS stalls at 28 kt in level flight. In a 45° banked turn: n = 1/cos(45°) = 1/0.7071 = 1.414. New stall speed = 28 × √1.414 = 28 × 1.189 = 33.3 kt. If the pilot holds 30 kt in the turn, the wing stalls — the quantitative reason the exam stresses maneuvering speed margins.

Example 5 — Weight and balance. A quadcopter: empty 8.0 lb at arm 0 in (datum at CG), camera 1.5 lb at arm +6 in, battery 3.0 lb at arm −4 in. Total weight = 12.5 lb (< 55 lb, legal). Total moment = 8×0 + 1.5×6 + 3.0×(−4) = 0 + 9 − 12 = −3 lb·in. CG = −3/12.5 = −0.24 in (0.24 in forward of datum). Check against the manufacturer's CG envelope — if the forward limit is −0.5 in, you're within limits; if −0.2 in, you're out and must shift the battery aft.

Standards and regulations cross-reference

14 CFR Part 107 — the operating rule itself; know Subpart B (operating rules) cold.
49 USC 44809 — the recreational exception (boundary knowledge).
14 CFR Part 137 — agricultural dispensing (for spray-drone work).
FAA Advisory Circular 107-2 — guidance material for Part 107 operations.
Aeronautical Information Manual (AIM) — airspace, chart, and weather conventions the test draws on.
Remote ID rule (14 CFR Part 89) — the three compliance paths.

Pitfalls and exam strategy

The numbers are the exam. 400 ft AGL, 100 mph, 3 SM, 500-below/2000-sideways, 55 lb, 70% to pass, 24-month recurrent — drill these as flashcards. Half the test is recalling the right threshold.
MSL vs AGL is the classic chart-question trap. The 400-ft limit is AGL; chart elevations and MEFs are MSL. Convert before answering.
Magnetic vs true. METAR winds are magnetic; sectional information may reference true/magnetic variation — read the question's units.
"Authorization" vs "notification." Controlled airspace needs prior authorization (not a phone call to the tower — never call the tower; use LAANC/DroneZone).
Time management: 60 questions in 120 minutes = 2 minutes each. Chart-decoding questions are slow — do the fast regulation recalls first, then spend time on the sectional excerpts.
Night ops details: anti-collision light visible 3 SM, flashing; know civil twilight (30 min before sunrise/after sunset); the recurrent training covers night operations — the exam will too.
Waivers vs authorizations. A waiver (Part 107.205) relieves a rule (e.g., night, over people); an authorization grants airspace access. Don't confuse them.

Waivers, authorizations, and operational planning

Two FAA mechanisms candidates constantly confuse:

Airspace authorization (LAANC or DroneZone): permission to be in controlled airspace. Request per operation or per area/time block; LAANC is near-real-time up to the facility grid altitude, DroneZone handles the rest (allow days to weeks).
Part 107 waiver (107.205): relief from a rule — e.g., night operations (pre-2021 rule; now largely standard with lighting/training), operations over people, beyond visual line of sight (BVLOS), or multiple aircraft. Waivers require a safety case showing an equivalent level of safety; processing takes months. Know which provisions are waivable — the exam lists scenarios and asks "waiver, authorization, or neither?"

Operational planning checklist (the exam's scenario shape): check airspace (sectional + LAANC grids) → check weather (METAR/TAF, winds aloft, density altitude) → check NOTAMs/TFRs → verify Remote ID compliance → preflight inspection → crew briefing (roles, emergency procedures, lost-link plan) → maintain VLOS and 400-ft/3-SM/500-2000 limits → log the flight. Questions that describe a pilot skipping one of these steps are testing your ability to name the first thing that went wrong.

Practice problems

Decode: KORD 301853Z 31018KT 3SM -RA BR BKN008 OVC015 18/16 A2985. Is this flyable under Part 107 visibility/cloud rules? What weather hazards are present?
You are 2.5 NM from a Class C airport (5 NM inner ring), planning 150 ft AGL. What must you do before flying?
Field elevation 1,200 ft MSL, altimeter 30.12 inHg, temperature 30°C. Estimate density altitude and state the performance implication.
A multirotor's max gross weight is 15 lb. Empty 9.0 lb, payload 4.5 lb, battery 2.0 lb. Legal? What is the margin?
In a 60° banked turn, by what factor does stall speed increase? If level stall speed is 24 kt, what is the turning stall speed?
List the three Remote ID compliance paths for a Part 107 operator.

Answers: 1. Visibility 3 SM meets the minimum exactly; ceiling BKN008 (800 ft) with 500-ft-below clearance — you could fly at ≤300 ft AGL (800−500), but rain (RA), mist (BR), and temp/dewpoint spread of 2°C (fog risk) make it a poor decision; legal minimums ≠ safe. Wind 310 at 18 kt — check aircraft limits. 2. You are inside Class C surface airspace → obtain prior ATC authorization via LAANC (or DroneZone) before operating. 3. Pressure altitude ≈ 1,200 + (29.92−30.12)×1,000 = 1,000 ft; ISA temp at 1,000 ft ≈ 13°C; deviation 17°C; DA ≈ 1,000 + 120×17 = 3,040 ft — modest performance reduction; monitor battery/endurance. 4. Total = 15.5 lb > 15 lb max — not legal; remove 0.5 lb (margin is −0.5 lb). 5. n = 1/cos60° = 2; stall speed × √2 = 1.414 → 24 × 1.414 = 33.9 kt. 6. (a) Standard Remote ID built into the UAS; (b) add-on Remote ID broadcast module; (c) operate in a FRIA (FAA-Recognized Identification Area).

Original ETS reference writing, verified against public sources on 2026-09-30. Thin sourcing is flagged inline. Not legal advice — confirm current editions with the issuing body.

FAA Part 107 Remote Pilot Certificate