Skarp
FAA Part 107 Remote Pilot: Comprehensive Exam-Ready Certification Course
A comprehensive, advanced preparation course for the FAA Unmanned Aircraft General – Small knowledge test, organized around the five domains in FAA-S-ACS-10B. Through regulation analysis, chart interpretation, weather decoding, performance calculations, operational scenarios, and exam tactics, learners build the knowledge and judgment required to pass the Part 107 exam and conduct safe small UAS operations.
The first lecture plays free — no account needed.
What you'll learn
- Students will be able to describe the five UAG knowledge domains, their relative weights, the role of ACS codes, and a time-management strategy for the FAA knowledge test.
- Students will recall and apply this definition of small unmanned aircraft: "An unmanned aircraft weighing less than 55 pounds on takeoff, including everything that is on board or otherwise attached to the aircraft."
- Students will be able to determine whether an operation falls under 14 CFR part 107 and distinguish the aircraft, control station, command-and-control link, payload, and crew elements of a small UAS.
- Students will be able to apply Remote Pilot Certificate eligibility, application, certificate-possession, drug- and alcohol-offense, test-refusal, and 24-calendar-month aeronautical knowledge recency requirements.
- Students will be able to apply aircraft registration, external marking, proof-of-registration, multiple-category sUAS, previously manufactured sUAS, and required record-retention rules.
- Students will be able to identify the ramifications of falsification, reproduction, or alteration and explain FAA inspection, testing, demonstration-of-compliance, and record-production authority.
- Students will be able to determine when an accident must be reported to the FAA, identify the 10-day reporting deadline, and apply the serious-injury, loss-of-consciousness, and property-damage criteria.
- Students will recall and apply this definition of remote pilot in command: "A remote pilot in command must be designated before or during the flight of the small unmanned aircraft. The remote pilot in command is directly responsible for and is the final authority as to the operation of the small unmanned aircraft system."
- Students will recall and apply this visual line of sight requirement: "With vision that is unaided by any device other than corrective lenses, the remote pilot in command, the visual observer (if one is used), and the person manipulating the flight control of the small unmanned aircraft system must be able to see the unmanned aircraft throughout the entire flight in order to: (1) Know the unmanned aircraft’s location; (2) Determine the unmanned aircraft’s attitude, altitude, and direction of flight; (3) Observe the airspace for other air traffic or hazards; and (4) Determine that the unmanned aircraft does not endanger the life or property of another. Throughout the entire flight of the small unmanned aircraft, the ability described in paragraph (a) of this section must be exercised by either: (1) The remote pilot in command and the person manipulating the flight controls of the small unmanned aircraft system; or (2) A visual observer."
- Students will be able to define the visual observer role and apply the communication and coordination requirements of 14 CFR 107.33.
Prerequisites
- Applicability of 14 CFR part 107
- Small unmanned aircraft terminology
- Remote Pilot Certificate framework
- Remote pilot in command authority
- Visual line of sight
- Core operating rules
Course Content
23 modules · 6h 40m total
Part 107 Exam Orientation and Regulatory Foundations
The UAG examination rewards precise regulatory knowledge rather than drone-flying intuition. This opening chapter maps the 60-question test, establishes a disciplined study strategy, and introduces the legal framework governing certificated remote pilots.
Remote PIC Authority, VLOS, and Core Operating Rules
Every flight has one person who carries final regulatory accountability, even when someone else holds the controls. Scenario-driven distinctions among the remote PIC, control manipulator, and visual observer reveal how authority and responsibility actually work.
Operating Limits, Night Flight, Special Operations, and Waivers
A flight that appears routine can become illegal because of altitude, visibility, lighting, vehicle movement, or an unnoticed waiver issue. This chapter builds a rule-by-rule mission screening process for standard and exceptional operations.
Operations Over People and Moving Vehicles
Flying above a person is not governed by one universal rule; aircraft design, injury potential, site access, flight duration, and airworthiness all matter. Careful comparisons among the four categories turn one of the exam’s densest topics into a repeatable classification process.
Remote Identification and Part 89 Compliance
Remote ID questions test more than whether a drone broadcasts; they test what it broadcasts, where the pilot may fly, what happens after a failure, and which compliance artifact applies. Three operational pathways are compared against the ACS terminology and part 89 requirements.
Sectional Charts and Controlled Airspace
A colored boundary, faded vignette, or airport data block can determine whether a planned launch requires FAA authorization. This chart lab develops the visual decoding skills behind the exam’s highest-frequency airspace questions.
Class E, Class G, Special-Use, and Other Airspace
Not every boundary on a chart means the same thing, and not every hazardous area requires the same pilot response. This chapter separates regulatory restrictions from advisory cautions across the less familiar portions of the National Airspace System.
ATC, LAANC, Airports, NOTAMs, and TFRs
A clear patch of sky may still be unavailable because of controlled airspace, a stadium restriction, emergency activity, or an unpublished chart change. Learners assemble the preflight airspace picture from FAA authorizations and time-sensitive information.
Airspace Hazards and Nighttime Visual Recognition
Wires can disappear against terrain, tower lights can blend into cities, and thermal plumes can destabilize a small aircraft without warning. This operational hazard survey trains pilots to recognize what charts and automated systems may not reveal.
Weather Briefings and METAR Decoding
A compact METAR can reveal winds, visibility, ceiling, precipitation, temperature, pressure, and rapidly changing hazards. Token-by-token decoding turns the report from a string of abbreviations into a go/no-go decision tool.
TAFs, Automated Observations, and Weather Charts
Forecast conditions rarely remain constant throughout a mission window. By following TAF change groups and cross-checking automated observations and charts, pilots learn to detect the exact period when a safe plan may become unacceptable.
Atmospheric Hazards and Weather Effects on sUAS
Small aircraft react quickly to gusts, heat, moisture, and vertical currents that a person on the ground may barely notice. Atmospheric cause-and-effect analysis connects weather theory directly to control margin, battery endurance, and mission safety.
Payload, Balance, Stability, and Center of Gravity
A payload may be within the aircraft’s weight limit yet still make the aircraft difficult or impossible to control. This chapter follows forces and moments from payload placement to stability, propulsion demand, and emergency handling.
Performance Data, Density Altitude, and Mission Endurance
High elevation, heat, payload, wind, and an aging battery can consume performance margin simultaneously. Learners turn manufacturer data and environmental inputs into realistic endurance, range, and reserve decisions.
Aviation Radio Communications and Phraseology
Remote pilots normally monitor rather than transmit, but understanding the radio picture can reveal an approaching aircraft long before it becomes visible. Authentic calls and phraseology build a mental traffic display around towered and non-towered airports.
Airport Layouts, Traffic Patterns, Lighting, and Security
Runway markings, windsocks, rotating beacons, approach lights, and radio calls all point to where manned aircraft are likely to appear next. Airport diagrams and realistic scenarios transform these clues into safe launch-site decisions.
In-Flight Emergencies, Lost Link, GPS Failure, and Battery Fire
When navigation, control, propulsion, or a lithium battery fails, there may be only seconds to choose the safest outcome. Preplanned responses keep abnormal events from escalating into fly-aways, injuries, airspace incursions, or fires.
Aeronautical Decision-Making, CRM, and Risk Assessment
Most mishaps begin as manageable warning signs followed by one poor decision after another. Structured decision models, team communication, and risk controls provide deliberate ways to break that chain.
Pilot Physiology, Fitness for Flight, and Night Vision
A technically perfect aircraft is still unsafe when its operator is impaired by fatigue, heat, medication, stress, or visual illusion. Human-performance limits are translated into practical self-assessment and mitigation rules.
Maintenance, Records, and Preflight Inspection
A loose propeller, damaged cell, outdated app, or incorrect setting can defeat an otherwise sound mission plan. A system-level inspection process covers every element from airframe and firmware to controller, payload, lighting, and documentation.
Field Procedures for Night and Operations Over People
Regulatory eligibility is only the beginning of a safe night or over-people mission. Operational zones, participant control, lighting, escape paths, vehicle movement, and contingency triggers must work together at the launch site.
Integrated Mission Planning and Operational Risk Control
Real exam scenarios combine airspace, weather, loading, regulations, and human factors in a single question. A complete planning workflow teaches learners to identify the controlling rule and choose the safest legally defensible answer.
UAG Exam Consolidation and Test-Day Tactics
The final challenge is not merely remembering facts but recognizing what each scenario is truly testing. Timed decision routines and high-yield comparisons sharpen accuracy while protecting the two-hour testing window.
Read the Textbook
Read every chapter for free, right here in your browser.
Part 107 Exam Orientation
The FAA Part 107 Remote Pilot (small UAS) knowledge test is the Unmanned Aircraft General (UAG) exam. It rewards exact regulatory reasoning: identify the rule, notice the threshold, and apply the facts given. A choice that sounds like good drone-flying intuition can still be wrong if it does not match the regulation.
You will answer 60 multiple-choice questions in 2 hours and need a score of 70 percent to pass. That means at least 42 correct answers. Do not treat 42 as your study target. Build a cushion because a few questions will be deliberately close.
Study Flashcards
Key concepts from this course as flashcard pairs.
Part 107 Exam Orientation and Regulatory Foundations
UAG test structure
60 multiple-choice questions, 2 hours, and a 70 percent passing score.
Largest UAG domain
Operations: 40%.
Small unmanned aircraft
"An unmanned aircraft weighing less than 55 pounds on takeoff, including everything that is on board or otherwise attached to the aircraft."
Remote pilot in command
"A remote pilot in command must be designated before or during the flight of the small unmanned aircraft. The remote pilot in command is directly responsible for and is the final authority as to the operation of the small unmanned aircraft system."
Aeronautical knowledge recency
Complete required recurrent training within the previous 24 calendar months to act as remote pilot in command.
Part 107 accident-report deadline
Report to the FAA within 10 days when a reportable event occurs.
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Remote PIC Authority, VLOS, and Core Operating Rules
Who is the final authority for an sUAS operation?
The designated remote PIC. The remote PIC is directly responsible for and is the final authority as to the operation of the small unmanned aircraft system.
Can a non-certificated person manipulate flight controls?
Yes, when directly supervised by a certificated remote PIC who can immediately take direct control of the small unmanned aircraft.
What does VLOS require beyond locating the drone?
The ability to determine attitude, altitude, and direction; observe air traffic or hazards; and determine that the aircraft does not endanger life or property.
What is the sUAS right-of-way rule?
The small unmanned aircraft must yield the right of way to all aircraft, airborne and on the surface.
When may an object be dropped from an sUAS?
Only when it is not dropped in a manner that creates an undue hazard to persons or property.
May a remote PIC supervise two simultaneous sUAS operations?
No. A person may not act as remote PIC or visual observer for more than one small unmanned aircraft operation at the same time.
Operating Limits, Night Flight, Special Operations, and Waivers
Maximum Part 107 groundspeed
87 knots, which equals 100 mph. This is groundspeed, not airspeed.
Ordinary maximum altitude
400 feet above ground level. Within a 400-foot radius of a structure, the UAS may fly up to 400 feet above the structure's immediate uppermost limit.
Visibility and cloud-clearance minimums
At least 3 statute miles flight visibility from the control station, 500 feet below clouds, and 2,000 feet horizontally from clouds.
When does night begin?
At the end of evening civil twilight. It ends at the beginning of morning civil twilight.
Night anti-collision light standard
Lighted anti-collision lighting visible for at least 3 statute miles with a flash rate sufficient to avoid a collision.
Moving land or water vehicle exception
Only over a sparsely populated area and only when the operation does not involve transporting property for compensation or hire.
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Operations Over People and Moving Vehicles
Categories of operations over people, in order
Category 1, Category 2, Category 3, Category 4
Category 1 takeoff-weight limit
0.55 pounds or less, including everything on board or otherwise attached to the aircraft.
Category 2 blunt-force threshold
11 foot-pounds of blunt force kinetic energy.
Category 3 blunt-force threshold
25 foot-pounds of blunt force kinetic energy.
Declaration of Compliance
A record submitted to the FAA that certifies the small unmanned aircraft conforms to the Category 2 or Category 3 requirements under subpart D of this part.
Which category requires an airworthiness certificate under Part 21?
Category 4.
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Remote Identification and Part 89 Compliance
Types of Remote Identification under 14 CFR part 89
1. Standard remote identification 2. Alternative remote identification
Standard Remote ID location message
Control-station location and geometric altitude, in addition to the UAS location information.
Broadcast module location message
Takeoff location and geometric altitude, in addition to the UAS location information.
Broadcast-module VLOS rule
The person manipulating the flight controls must keep the UAS within visual line of sight at all times.
FRIA boundary rule
Both the unmanned aircraft and the person manipulating the flight controls must remain within FRIA boundaries throughout the operation.
Remote ID failure during flight
Land the UAS as soon as practicable.
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Sectional Charts and Controlled Airspace
Solid blue boundary
Class B airspace. Read each shelf's top and floor in hundreds of feet MSL. Prior ATC authorization is required only when the operation is in the Class B layer.
Solid magenta boundary
Class C airspace. The core may begin at the surface; an outer shelf can begin above the surface. Prior ATC authorization is required when operating in Class C.
Dashed blue boundary
Class D airspace. It normally begins at the surface and is commonly associated with an operating control tower. Prior ATC authorization is required when it is in effect.
Dashed magenta boundary
A surface area of Class E airspace designated for an airport. This is the Class E configuration that triggers the Part 107 prior-authorization requirement.
Faded magenta vignette
Class E begins at 700 feet AGL. It is not a surface Class E boundary and does not by itself require Part 107 airspace authorization.
`40/12`
Top is 4,000 feet MSL; floor is 1,200 feet MSL. Convert the planned AGL altitude to MSL before deciding whether the aircraft enters the layer.
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Class E, Class G, Special-Use, and Other Airspace
Dashed magenta boundary
Class E beginning at the surface. A Part 107 operation within it requires prior ATC authorization under 14 CFR 107.41.
Faded magenta vignette
Class E begins at 700 feet AGL. Airspace below the floor is Class G unless another airspace layer applies.
Faded blue vignette
Class E begins at 1,200 feet AGL. Airspace below the floor is Class G unless another airspace layer applies.
P- area
Prohibited Area. Do not plan entry unless a specific applicable authorization permits it.
R- area
Restricted Area. Contains unusual, often invisible hazards; authorization from the controlling agency is required when active.
W- area
Warning Area, generally over international waters. Hazard warning requiring careful assessment, not an automatic permission requirement.
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ATC, LAANC, Airports, NOTAMs, and TFRs
14 CFR 107.41
Requires prior ATC authorization for Part 107 operations in Class B, Class C, Class D, and within the lateral boundaries of the surface area of Class E airspace designated for an airport.
LAANC
Low Altitude Authorization and Notification Capability. An FAA system enabling approved service suppliers to provide near-real-time airspace authorizations in many controlled-airspace locations.
UAS Facility Map grid value
The maximum altitude AGL that may be routinely authorized through LAANC in that grid cell. It is not automatic permission and it is not a general Part 107 altitude limit.
FAA DroneZone
FAA portal used for requests requiring further coordination when LAANC cannot provide the needed authorization, including many requests above a routine UASFM grid value.
NOTAM
A notice containing information essential to personnel concerned with flight operations but not known sufficiently in advance to be published by other means.
TFR check
Verify the restriction's location, altitude, effective period, purpose, and exceptions. A LAANC authorization does not independently override a TFR.
Airspace Hazards and Nighttime Visual Recognition
Part 107 visibility minimum
Unless operating under a waiver, flight visibility from the control station must be at least **3 statute miles**.
Part 107 cloud clearance
Remain at least **500 feet below** a cloud and **2,000 feet horizontally** from a cloud, unless operating under a waiver.
Why are wires especially dangerous?
They have little visible width, can blend into terrain or darkness, may sag or cross other lines, and can be uncharted even where support structures are visible.
Guy-wire hazard
Guy wires extend diagonally from a tower to ground anchors. They expand the tower's hazard area and may be difficult to see or unlighted.
P-static
Precipitation static is electrical charge accumulated when an aircraft moves through precipitation, snow, dust, or ice crystals; it can interfere with communications and signals.
Laser illumination response
Look away, maintain safe control and separation, land or terminate if visual capability is degraded, document details when safe, and report through appropriate FAA/ATC channels.
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Weather Briefings and METAR Decoding
What does `281753Z` mean?
The 28th day of the month at 1753 UTC. The `Z` indicates UTC, also called Zulu time.
What is the difference between METAR and SPECI?
A METAR is a routine aviation weather observation. A SPECI is a special observation issued when significant specified changes or conditions occur.
What does `22015G26KT` mean?
Wind from 220 degrees true at 15 knots, gusting to 26 knots.
What is a METAR ceiling?
The lowest reported broken (`BKN`), overcast (`OVC`), or vertical visibility (`VV`) layer. Few and scattered layers are not ceilings.
What does `VV003` mean?
Vertical visibility of 300 feet into an obscuration. It is a ceiling.
What does Part 107 require for weather?
At least 3 statute miles flight visibility from the control station, at least 500 feet below clouds, and at least 2,000 feet horizontally from clouds.
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Atmospheric Hazards and Weather Effects on sUAS
Atmospheric stability
The tendency of displaced air to resist or continue vertical motion. Stable air favors layers, haze, and smoother conditions; unstable air favors thermals, cumulus, showers, and turbulence.
Temperature inversion
A layer in which temperature increases with altitude. It stabilizes the atmosphere and can trap moisture, smoke, haze, and pollutants near the surface.
Mechanical turbulence
Irregular airflow caused when wind passes over or around obstacles such as buildings, trees, and ridges. It is often hazardous on the downwind side.
Wind shear
A rapid change in wind speed, direction, or both over a short distance. It can abruptly change a drone's groundspeed, drift, and attitude demand.
Microburst
A small, intense downburst that creates severe localized wind shear, including sinking air and rapidly changing horizontal wind.
Ceiling
The lowest layer reported as broken or overcast, or the vertical visibility into an obscuration.
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Payload, Balance, Stability, and Center of Gravity
Center of gravity (CG)
The point at which the aircraft's total weight can be treated as acting. It changes when mass is added, removed, or shifted.
Arm
The signed distance from a selected datum to an item's center of gravity.
Moment
Turning effect of a weight about a datum: `moment = weight × arm`.
Loaded CG calculation
When manufacturer data supports the method: `total moments ÷ total weight`.
Static stability
The initial tendency after a disturbance. Positive static stability creates a restoring tendency.
Dynamic stability
The aircraft's motion over time after a disturbance, such as damping, sustained oscillation, or divergence.
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Performance Data, Density Altitude, and Mission Endurance
Density altitude
Pressure altitude corrected for nonstandard temperature. Higher density altitude means lower air density and generally less thrust, cooling, and endurance margin.
Pressure altitude
Altitude indicated with the altimeter set to 29.92 in Hg. It is the starting point for estimating density altitude.
Voltage sag
A temporary battery-voltage drop under load. It becomes more severe with high current, cold temperature, age, weakness, or high internal resistance.
Usable endurance
Conservative time or energy available for planned operation after accounting for battery condition, temperature, demand, and a protected reserve.
Payload drag
Aerodynamic resistance caused by the payload or accessories. It can raise cruise power even when the added weight is small.
Turnaround point
A preplanned measurable point at which the aircraft turns back to preserve energy and performance margin for return.
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Aviation Radio Communications and Phraseology
CTAF
Common Traffic Advisory Frequency: the published frequency used for airport advisory and/or self-announce procedures at an airport without an operating control tower.
UNICOM
A non-government communication facility that may provide airport, wind, service, or local-condition information. It is not ATC.
ATIS
Automatic Terminal Information Service: a continuous recorded broadcast of routine terminal information, identified by a phonetic code such as Kilo.
What does "final runway 27" mean?
The aircraft is aligned with and approaching runway 27 for landing. It may be descending and is close to the runway environment.
How is 090 spoken?
Zero niner zero.
How is N123AB commonly spoken?
November One Two Three Alpha Bravo. After ATC abbreviates it and no confusion results, an abbreviated form may be used.
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Airport Layouts, Traffic Patterns, Lighting, and Security
What does Runway 18 indicate?
A runway oriented approximately 180 degrees magnetic. The reciprocal end is Runway 36.
What do yellow chevrons indicate?
A blast pad or other pavement not intended for normal taxi, takeoff, or landing.
What does a runway holding position marking look like?
Two solid and two dashed yellow lines. Approaching from the taxiway, stop before the solid lines unless authorized to cross.
Name the five standard traffic-pattern legs.
Upwind, crosswind, downwind, base, and final.
What does a windsock show?
It streams downwind. The wind comes from the opposite direction, and aircraft generally take off and land into that wind.
What does two red and two white PAPI lights mean?
The approaching aircraft is on the normal visual glidepath.
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In-Flight Emergencies, Lost Link, GPS Failure, and Battery Fire
Emergency deviation authority
A remote pilot may deviate from a Part 107 rule only to the extent necessary to meet an emergency. The FAA may request a written report.
Part 107 accident reporting trigger
Report to the FAA within 10 calendar days when an operation causes serious injury, loss of consciousness, or property damage of at least $500, excluding damage to the small unmanned aircraft.
Lost link
Loss or degradation of the command-and-control connection between the control station and aircraft.
RTH preflight checks
Verify home-point accuracy, route obstacles, programmed return altitude, applicable altitude limits, positioning reliability, and battery reserve.
GPS/GNSS degradation consequence
Position hold, RTH, waypoint navigation, and other automated functions may be limited or unreliable; the aircraft may drift in attitude or stabilization mode.
Thermal runaway
A self-heating battery failure that can propagate between cells, producing heat, smoke, toxic gases, and fire.
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Aeronautical Decision-Making, CRM, and Risk Assessment
DECIDE
Detect, Estimate, Choose, Identify, Do, Evaluate. Use it to respond systematically to a change or problem.
3P process
Perceive the circumstances, Process their safety impact, and Perform the best course of action.
PAVE
Pilot, Aircraft, enVironment, External pressures. It organizes a go/no-go risk review.
Residual risk
The risk remaining after controls are applied. It determines whether the operation can proceed, must be changed, or should be canceled.
Closed-loop communication
A sender gives a clear message, the receiver repeats critical information, and the sender confirms or corrects it.
Situational awareness
Perception of relevant information, comprehension of its meaning, and projection of what is likely to happen next.
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Pilot Physiology, Fitness for Flight, and Night Vision
IMSAFE
Illness, Medication, Stress, Alcohol, Fatigue, Eating/Emotion. Use it as a practical fitness-for-flight screen before every operation.
Heat exhaustion vs. heatstroke
Heat exhaustion includes heavy sweating, weakness, nausea, dizziness, cramps, and headache. Heatstroke may include confusion, collapse, seizures, unconsciousness, or very hot skin and is a medical emergency.
Part 107 alcohol limits
Under 14 CFR 107.27, do not act in the covered flight role under alcohol influence, at 0.04 or greater alcohol concentration, or within 8 hours after consuming alcohol.
Hyperventilation response
Reduce workload, safely recover or transfer the task as appropriate, use calm controlled breathing with a longer unforced exhale, and do not use a paper bag.
Off-center viewing
Look slightly beside a faint object so its image falls on rod-rich retina, then scan. It is more effective than staring directly at a dim light.
Autokinesis
A stationary light can appear to move when stared at in darkness. Prevent it by scanning and cross-checking rather than fixating.
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Maintenance, Records, and Preflight Inspection
What four areas must the 107.49 operating-environment assessment include?
Local weather conditions; local airspace and any flight restrictions; location of persons and property on the surface and in the airspace; and other ground hazards.
What is the conservative rule for uncertain aircraft condition?
When the aircraft's safe condition cannot be established, do not fly.
What night-lighting performance is required by 14 CFR 107.29?
Anti-collision lighting visible for at least 3 statute miles, with a flash rate sufficient to avoid a collision.
What should a useful discrepancy record include?
Date; aircraft or battery ID; symptom and conditions; action taken; person performing work; parts installed; functional-check result; and final status.
What are the two Types of Remote Identification under 14 CFR part 89?
Standard remote identification and Alternative remote identification.
Why can a firmware update require a new functional check?
It can change flight modes, safety limits, return-to-home settings, geofencing behavior, payload controls, or battery logic.
Field Procedures for Night and Operations Over People
Night anti-collision lighting
For a Part 107 night operation, anti-collision lighting must be visible for at least 3 statute miles. The RPIC may reduce intensity if the RPIC determines it is in the interest of safety.
Civil twilight
Night begins at the end of evening civil twilight and ends at the beginning of morning civil twilight. Use published times for the specific location and date.
Declaration of Compliance
A record submitted to the FAA that certifies the small unmanned aircraft conforms to the Category 2 or Category 3 requirements under subpart D of this part.
Sustained flight
Remaining over a person or moving vehicle for more than a brief period. Hovering, pacing, and repeated passes are practical examples of sustained exposure.
Sterile launch/landing zone
A controlled area kept clear of nonessential people, vehicles, loose debris, and other hazards during launch and landing.
Emergency termination zone
A preselected area where an immediate landing or termination presents the least foreseeable risk if the normal plan fails.
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Integrated Mission Planning and Operational Risk Control
What is the first planning task?
Translate the request into a specific operation: aircraft, location, time, altitude, route, people, airspace, weather, payload, and crew.
UAS Facility Map
A planning tool showing altitude information used to support airspace planning. It is not, by itself, FAA airspace authorization.
Part 107 basic weather minimums
At least 3 statute miles visibility from the control station, at least 500 feet below clouds, and at least 2,000 feet horizontally from clouds.
Remote PIC
A remote pilot in command must be designated before or during the flight of the small unmanned aircraft. The remote pilot in command is directly responsible for and is the final authority as to the operation of the small unmanned aircraft system.
Residual risk
The risk that remains after planned controls or mitigations are applied.
Abort criterion
A preplanned, objective condition that requires stopping the task and transitioning to a safe recovery action.
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UAG Exam Consolidation and Test-Day Tactics
What are the five primary question labels?
Rule, Chart, Weather, Calculation, and Risk decision.
What is the key authorization trap?
Notification, a phone call, or a radio advisory is not automatically FAA authorization.
What should you check before using a chart altitude?
Whether it is MSL or AGL, what boundary it applies to, and whether the planned site lies within that boundary.
What conditions tend to increase density altitude?
Higher temperature, higher field elevation, and lower pressure. Higher density altitude generally reduces performance margin.
When should you change a selected exam answer?
Only when you find specific evidence, such as a missed task word, misread unit, overlooked chart fact, arithmetic error, or identified rule.
What is the three-pass timing plan?
About 70 minutes for first-pass answers, 35 minutes for marked questions, and 15 minutes for final review.
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