Part 107 Regulations Summary: Operational Limitations
Visual Line-of-Sight (VLOS) Requirement
The cornerstone of FAA Part 107 rules is the requirement to maintain Visual Line-of-Sight (VLOS) at all times during flight. This is not merely a suggestion but a strict operational limitation designed to prevent mid-air collisions. The Remote Pilot in Command (RPIC) or a Visual Observer (VO) must be able to see the aircraft with vision that is unaided by any device other than corrective lenses. This means binoculars or telescopes cannot be used to extend the operational range; they may only be used momentarily to augment situational awareness. The pilot must be able to determine the aircraft’s location, attitude, altitude, and direction of flight while also scanning the surrounding airspace for potential hazards or conflicting traffic. If you lose sight of the drone behind an obstacle or due to distance, you are in violation of Part 107 unless you have a specific waiver for Beyond Visual Line of Sight (BVLOS).
Altitude and Airspeed Restrictions
To ensure a vertical buffer between unmanned and manned aviation, the FAA imposes strict Part 107 operational limitations regarding altitude. The maximum allowable altitude is 400 feet Above Ground Level (AGL). However, a specific exception exists for operations conducted near structures: if you are within a 400-foot radius of a structure, you may fly up to 400 feet above that structure’s uppermost limit. For example, if inspecting a 600-foot tower, you could legally fly at 1,000 feet AGL, provided you stay within the 400-foot lateral ring. Speed is similarly regulated to mitigate kinetic energy in the event of an impact; the maximum groundspeed for an sUAS is 87 knots (100 mph). On the exam, expect questions that require you to calculate the maximum permissible altitude based on specific tower heights or to identify the speed limit in various units of measurement.
Flight Over People and Moving Vehicles
The FAA updated the drone regulations regarding operations over people and moving vehicles to allow for more flexibility based on the level of risk. Under the current framework, aircraft are categorized (Category 1 through 4) based on their weight and the potential for injury. Category 1 aircraft, weighing less than 0.55 pounds inclusive of everything on board, may fly over people provided they have no exposed rotating parts that could cause skin lacerations. Categories 2 and 3 involve more complex requirements, including manufacturer declarations of compliance regarding kinetic energy transfer limits (measured in foot-pounds). For operations over moving vehicles, the aircraft must remain within a restricted area where all persons are notified, or the flight must be transitory and not sustained. Understanding the distinction between "sustained flight" and "transitory flight" is vital for answering scenario-based questions involving urban photography or event coverage.
Remote Pilot Certification and Responsibilities
Eligibility and Application Process
Obtaining a remote pilot certificate requires meeting several foundational criteria. An applicant must be at least 16 years of age and demonstrate English language proficiency, specifically the ability to read, write, speak, and understand the language. The certification process involves passing the initial aeronautical knowledge exam at an FAA-approved testing center. Once the exam is passed, the applicant must use the Integrated Airman Certification and Rating Application (IACRA) system to file their formal request. A critical component of this process is the background security vetting conducted by the Transportation Security Administration (TSA). Only after this vetting is cleared will a permanent certificate be issued. On the exam, you may be asked about the specific roles involved in an operation, such as the difference between the RPIC, the Person Manipulating the Controls, and the Visual Observer.
Recurrent Training Requirements
To maintain the privileges of a remote pilot certificate, pilots must stay current with evolving regulations. The Part 107 recurrent test has transitioned from a proctored in-person exam to a free online training module provided by the FAA. This training must be completed every 24 calendar months. It is important to note that the certificate itself does not expire, but your legal authority to act as an RPIC is contingent upon having a current training record. This update also integrated Part 107 night operations training into the standard curriculum. If you completed your initial training before the 2021 rule change, you must complete the online recurrent training to legally fly at night without a waiver. This ensures that all active pilots are educated on the physiological effects of night flying, such as autokinesis and the importance of anti-collision lighting.
Reporting Accidents and Incidents
The RPIC is legally responsible for reporting certain accidents to the FAA within 10 calendar days. This requirement is triggered by two specific thresholds: serious injury to any person or loss of consciousness, or damage to any property (other than the sUAS) where the cost of repair or fair market value exceeds $500. For the exam, it is crucial to understand that "serious injury" refers to Level 3 or higher on the Abbreviated Injury Scale, such as a broken bone or head trauma. The $500 threshold applies to the lesser of the repair cost or the replacement value. For instance, if a drone crashes into a luxury car and causes a small scratch that costs $600 to buff out, a report is mandatory. These reports are filed electronically through the FAA DroneZone portal and are used to analyze safety trends within the industry.
Airspace Authorizations and Waivers
Controlled vs. Uncontrolled Airspace
Understanding the National Airspace System (NAS) is critical for passing the Part 107 exam. Airspace is divided into controlled (Class B, C, D, and E) and uncontrolled (Class G) categories. Under the Part 107 regulations summary, remote pilots are generally authorized to fly in Class G airspace without prior permission. However, operations in Class B, C, D, and the lateral boundaries of Class E airspace designated for an airport require prior authorization. Class B airspace surrounds the nation's busiest airports and is depicted on sectional charts with solid blue lines, while Class C is solid magenta. Class D is noted by dashed blue lines. You must be able to interpret these symbols on a sectional chart and determine the ceiling and floor of each airspace class to avoid unauthorized entry into controlled environments.
LAANC for Real-Time Authorization
The Low Altitude Authorization and Notification Capability (LAANC) has revolutionized how remote pilots access controlled airspace. LAANC provides near-real-time automated communication between the FAA and drone pilots through approved third-party applications. This system utilizes the UAS Facility Maps (UASFM), which divide airspace into a grid with pre-approved altitude limits. If a pilot requests an altitude at or below the UASFM ceiling, authorization is typically granted instantly. For altitudes above the grid limit but still within controlled airspace, a further coordination request must be submitted, which requires manual review by Air Traffic Control (ATC). Understanding the difference between an automated "Auto-Approval" and a "Further Coordination" request is a common point of assessment on the Part 107 exam.
Applying for a Part 107 Waiver
When an operation cannot be conducted within the standard confines of the law, a pilot may apply for a Certificate of Waiver (CoW). A waiver allows a remote pilot to deviate from specific rules, such as flying from a moving vehicle in a populated area or operating beyond visual line of sight. To receive a waiver, the applicant must demonstrate to the FAA that the proposed operation can be conducted safely through specialized equipment or procedures. This is distinct from an airspace authorization; a waiver changes the rules of flight, while an authorization gives permission to fly in a specific location. Common waivers include §107.31 (Visual Line of Sight) and §107.39 (Operation Over Human Beings). The application is submitted via DroneZone and should be filed at least 90 days in advance of the planned operation.
Preflight Planning and Aircraft Requirements
Preflight Inspection Checklist
Before every flight, the RPIC must conduct a thorough preflight inspection to ensure the aircraft is in a condition for safe operation. This is a mandatory requirement under §107.15. The inspection should include checking the physical structure of the drone, the condition of the propellers (looking for chips or cracks), battery voltage levels, and the integrity of the control link. Furthermore, the RPIC must assess the local weather conditions, including density altitude and wind shear, which can significantly impact aircraft performance. The use of a formal checklist is highly recommended by the FAA to ensure no critical safety steps are missed. On the exam, you may be asked to identify which party is responsible for the preflight inspection; the answer is always the Remote Pilot in Command.
Registration and Marking Rules
Every small UAS used for commercial purposes must be registered with the FAA under Part 107, regardless of weight (unless it is under 0.55 lbs and flown strictly for recreation). The registration costs $5 and is valid for three years. Once registered, the aircraft must be marked with a unique registration number in a way that is legible and visible on the exterior surface of the aircraft. This marking cannot be hidden inside a battery compartment. The registration certificate must be available—either digitally or in paper form—during all operations. Failure to register an aircraft or display the registration number can lead to significant civil penalties. This rule ensures accountability and assists law enforcement in identifying the owner of a drone in the event of an incident.
Maintaining a Small UAS Airworthy
Unlike manned aircraft, which require annual inspections by certified mechanics, sUAS maintenance under Part 107 is the responsibility of the RPIC. There is no FAA-mandated maintenance schedule; instead, pilots are encouraged to follow the manufacturer’s suggested maintenance intervals. If the manufacturer does not provide a schedule, the pilot should develop their own based on flight hours and operational environment. A key concept here is the "condition for safe operation." If a pilot notices a vibration or a software glitch, the aircraft is no longer considered airworthy, and the flight must be grounded until the issue is resolved. Maintaining a detailed maintenance log is considered a best practice and can serve as evidence of due diligence during an FAA audit or investigation.
Key Right-of-Way and Safety Rules
Yielding to Manned Aircraft
In the hierarchy of the National Airspace System, the sUAS is at the bottom. Under §107.37, every remote pilot must yield the right of way to all other aircraft, including airplanes, helicopters, gliders, and even balloons. Yielding means the remote pilot must give way to the other aircraft and may not pass over, under, or ahead of it unless well clear. The RPIC must be proactive in detecting manned aircraft through see-and-avoid techniques. If a conflict is imminent, the drone pilot should immediately maneuver to a safe altitude—often by descending—to ensure the manned pilot does not have to take evasive action. This is a "no-fail" rule; in any collision between a drone and a manned aircraft, the FAA will almost certainly find the remote pilot at fault for failing to yield.
Avoiding Careless or Reckless Operations
Section 107.23 prohibits any person from operating a small UAS in a careless or reckless manner so as to endanger the life or property of another. This is a broad "catch-all" regulation that the FAA uses to penalize behavior that might not be explicitly covered by other rules but is clearly unsafe. Examples include flying a drone extremely close to people just to scare them, or operating in weather conditions that clearly exceed the aircraft's capabilities. This rule also covers the dropping of objects from a drone. While dropping objects is not strictly prohibited, it is only legal if the object is dropped in a manner that does not create undue hazard to persons or property. The exam often tests this by asking if dropping a package is legal; the answer is "yes, provided it is done safely."
Drug and Alcohol Prohibitions
The FAA maintains a zero-tolerance policy regarding the use of drugs and alcohol. No person may act as a crewmember (RPIC, VO, or person at the controls) if they have consumed any alcohol within the preceding 8 hours (the "8 hours bottle to throttle" rule) or if they have a blood alcohol concentration of 0.04 percent or greater. Additionally, crewmembers may not be under the influence of any drug—including over-the-counter or prescription medications—that affects their faculties in any way contrary to safety. A conviction for a drug-related offense is grounds for the denial of an application for a period of up to one year or the suspension/revocation of an existing certificate. These rules are strictly enforced to ensure that the cognitive and motor skills required for flight are never compromised.