Airspace Classes: The Stuff That Actually Shows Up on Your Part 107
Airspace classification was the topic I underestimated the most when I started studying for my Part 107. It looks straightforward on paper — letters A through G, each with rules. But the exam questions aren’t “what is Class B?” They’re “given this sectional chart excerpt, are you authorized to fly here?” That requires understanding how the classes interact, where boundaries fall, and what you need to do before launching in each one.
Class A — Not Your Problem
Class A extends from 18,000 feet MSL up to FL600. Since Part 107 limits you to 400 feet AGL, you’ll never operate here. It exists entirely under instrument flight rules and requires ATC clearance. Know it exists for the exam, but don’t lose sleep over it.
Class B — The Big Airports
Class B wraps around the busiest airports in the country — LAX, O’Hare, JFK, that tier. The shape looks like an upside-down wedding cake on a sectional chart, with the inner core extending from the surface up to typically 10,000 feet, and wider shelves stepping outward at higher altitudes.
Flying a drone in Class B requires ATC authorization, period. LAANC handles automated approvals at many Class B airports now, which is a massive improvement over the old process of calling a tower and hoping someone picked up. But some locations still require manual coordination, and the UAS Facility Maps will show you the maximum altitude the system will auto-approve. In parts of a Class B surface area, that maximum is zero feet — meaning no automated authorization at all, and you’ll need to go through the DroneZone waiver process if you have a legitimate reason to fly there.
Class C — Medium Airports
Class C surrounds airports with control towers and radar approach control that handle a decent volume of IFR traffic or passenger operations. Picture a two-layer cylinder: the inner ring extends from the surface to 4,000 feet above field elevation with a 5 nautical mile radius. The outer shelf runs from 1,200 feet AGL to 4,000 feet above the airport with a 10 nautical mile radius.
Authorization requirements are the same as Class B — you need LAANC approval or direct ATC coordination. In practice, Class C is often easier to get approved in than Class B because the traffic volume is lower and there’s typically more airspace that the FAA is willing to open up for drone operations, especially at lower altitudes and away from approach corridors.
Class D — Smaller Towered Airports
Class D exists around airports with operating control towers that don’t have radar approach control. It’s a simpler shape — basically a cylinder from the surface to 2,500 feet AGL with a 4-5 nautical mile radius. Here’s an important detail: when the tower closes (many Class D airports have part-time towers), the airspace reverts to either Class E or Class G. That means the rules change depending on when you’re flying.
LAANC is available at many Class D airports, and the authorization process tends to be the smoothest here. The simpler airspace structure and lower traffic volume mean more flexibility for drone operations, particularly at low altitudes.
Class E — The Sneaky One
Class E is where people get tripped up, both on the exam and in real operations. It’s “everything else that’s controlled but isn’t A, B, C, or D” — which sounds simple until you realize it starts at different altitudes depending on where you are.
In most of the country, Class E begins at 14,500 feet MSL — well above your operating ceiling, so irrelevant. But near airports without active towers, Class E can extend all the way to the surface (Class E surface areas). In other locations, the floor drops to 700 feet AGL or 1,200 feet AGL. You need to check the sectional chart to know which one applies to your location.
On a sectional chart, magenta shading means Class E starts at 700 feet AGL. Blue shading means it starts at 1,200 feet AGL. Magenta dashed lines indicate Class E surface areas where authorization is required. If you don’t learn anything else about sectional charts, learn the magenta dashed lines — flying in a Class E surface area without authorization is one of the most common unintentional violations drone pilots make.
Class G — Where Most Drone Flights Happen
Class G is uncontrolled airspace. No ATC authorization required. This is where the majority of Part 107 operations take place — rural areas, suburban neighborhoods away from airports, anywhere below the Class E floor. All other Part 107 rules still apply (400 feet, visual line of sight, daylight operations, etc.), but you don’t need anyone’s permission to launch.
In many rural areas, Class G extends from the surface all the way up to 14,500 feet. Near airports, the Class G ceiling may be lower where Class E extends downward. Understanding where Class G ends and Class E begins at your specific location is essential for legal operations.
Special Use Airspace — The No-Fly Zones
Beyond the letter classes, special use airspace requires attention. Prohibited areas (marked with a P on sectional charts) are completely off-limits — no drones, no exceptions. These exist around sensitive sites like the White House and certain military installations. Restricted areas (R) may be available when not active, but you need to verify status before flying. Military Operations Areas, Warning Areas, and Alert Areas each have their own rules.
TFRs — Temporary Flight Restrictions — are the wild card. They pop up for presidential travel, major sporting events, wildfire operations, and other situations, sometimes with minimal advance notice. Check NOTAMs before every flight. I have a habit of checking twice — once the night before and once right before I drive to the site. Getting caught in a TFR you didn’t know about is an expensive mistake.
Practical Tools for Real-World Operations
Before every commercial flight, I check airspace using at least two sources. B4UFLY is the FAA’s official app and gives you a quick go/no-go assessment. Aloft (formerly Kittyhawk) provides more detailed airspace data and LAANC integration. AirMap is another solid option. Using more than one source catches the occasional data lag or display error that could put you in the wrong airspace.
Document your airspace research as part of your flight records. If the FAA ever asks why you were flying at a particular location, having screenshots of your pre-flight airspace check demonstrates that you did your homework. It’s five minutes of effort that could save you a lot of hassle.
