How to Actually Pass the Part 107 on Your First Try
I passed my Part 107 on the first attempt with an 88%. Not a perfect score, but comfortable enough that I wasn’t sweating in the testing center. The exam covers a lot of ground — weather theory, airspace classifications, sectional chart reading, FAA regulations, and decision-making frameworks. Some of it’s intuitive if you’ve been flying drones. Some of it feels like it was written for manned aircraft pilots and awkwardly adapted for UAS. Either way, you need to know it. Here’s what I studied and what actually showed up on the test.
Chapter 1: Regulations and Definitions
This is the bread and butter of the exam — and honestly, the most tedious part to study. Part 107 (formally 14 CFR Part 107) is the section of Federal Aviation Regulations that governs commercial drone operations in the US. You need to know the key definitions cold, because the exam loves testing whether you understand the precise legal language.
1.1 Definitions
A small unmanned aircraft is defined as an unmanned aircraft weighing less than 55 pounds on takeoff, including everything that is on board or otherwise attached to the aircraft. The remote pilot in command is the person who has final authority and responsibility for the operation and safety of the flight. Visual observer means a person who assists the remote pilot in command and the person manipulating the flight controls to see and avoid other aircraft and hazards.
1.2 Certificate Requirements
To operate commercially under Part 107, you must hold a remote pilot certificate with a small UAS rating. To obtain this certificate, you must be at least 16 years old, be able to read, speak, write, and understand English (with certain medical exceptions), be in a physical and mental condition to safely operate a small UAS, and pass the initial aeronautical knowledge exam.
1.3 Operating Limitations
Part 107 establishes several key operating limitations. Maximum altitude is 400 feet above ground level, or within 400 feet of a structure if higher. Maximum groundspeed is 100 mph (87 knots). Minimum visibility is 3 statute miles from the control station. Minimum cloud clearance is 500 feet below clouds and 2,000 feet horizontally from clouds.
Operations may only occur during daylight or civil twilight (with appropriate anti-collision lighting). The remote pilot must maintain visual line of sight with the aircraft at all times. Operations over people require specific authorization or use of aircraft meeting certain kinetic energy thresholds.
Chapter 2: Airspace Classification
Airspace is where a lot of people trip up on the exam. The National Airspace System has multiple classes, each with different rules about who can fly where — and the exam expects you to know the differences without looking them up. I spent more time on this section than any other, and it paid off. Several questions on my test were straight airspace classification scenarios.
2.1 Controlled Airspace
Class A airspace extends from 18,000 feet MSL up to and including FL600. All operations in Class A must be conducted under instrument flight rules. This airspace is not relevant to Part 107 operations due to altitude limitations.
Class B airspace exists from the surface to specified altitudes around the nation’s busiest airports. ATC authorization is required for all drone operations in Class B airspace. The shape typically resembles an upside-down wedding cake with multiple layers extending outward at higher altitudes.
Class C airspace surrounds airports with operational control towers, radar approach control, and specific IFR or passenger activity thresholds. ATC authorization is required for drone operations. The typical configuration includes a surface area extending from the surface to 4,000 feet above airport elevation with a 5 nautical mile radius, and an outer shelf from 1,200 feet to 4,000 feet above airport elevation with a 10 nautical mile radius.
Class D airspace surrounds airports with operational control towers. This cylindrical airspace typically extends from the surface to 2,500 feet above airport elevation with a radius of approximately 4 nautical miles. ATC authorization is required for drone operations.
Class E airspace is controlled airspace that is not Class A, B, C, or D. Class E extends upward from various altitudes including the surface, 700 feet AGL, 1,200 feet AGL, or 14,500 feet MSL depending on location. Authorization is required when operating in Class E surface areas.
2.2 Uncontrolled Airspace
Class G airspace is uncontrolled airspace where air traffic control does not have authority or responsibility to separate aircraft. This is typically the airspace below Class E floors. While no ATC authorization is required for Class G operations, all Part 107 rules still apply.
2.3 Special Use Airspace
Prohibited areas are established for security or other national welfare reasons. Drone operations are never permitted in prohibited areas. Restricted areas contain unusual hazards to aircraft, often associated with military operations. Operations may be conducted when the restricted area is not active, but extreme caution is advised.
Military Operations Areas, Warning Areas, and Alert Areas have varying levels of restriction. Understanding chart symbology and checking NOTAMs is essential before planning operations near these areas.
Chapter 3: Weather
Weather questions on the Part 107 feel borrowed from manned aviation, because they are. You’ll need to understand concepts that seem overkill for flying a 2-pound drone at 200 feet — but the FAA doesn’t care. They want you to understand the atmosphere. The good news is that weather knowledge actually makes you a better pilot in practice, not just on the test.
3.1 Atmospheric Principles
The atmosphere is composed primarily of nitrogen and oxygen, with trace amounts of other gases. Atmospheric pressure decreases with altitude at approximately one inch of mercury per 1,000 feet near sea level. Temperature typically decreases at the standard lapse rate of about 2 degrees Celsius per 1,000 feet.
3.2 Weather Sources
Aviation weather information comes from multiple sources. METARs provide current surface weather observations from airports. Terminal Aerodrome Forecasts (TAFs) provide forecasted weather conditions for specific airports. Area forecasts, AIRMETs, and SIGMETs provide broader weather information and hazard warnings.
3.3 Weather Hazards
Thunderstorms present multiple hazards including turbulence, lightning, heavy precipitation, hail, and strong winds. Never operate a drone near thunderstorm activity. Wind shear can occur at any altitude and causes rapid changes in wind speed or direction. Density altitude increases with temperature and elevation, affecting aircraft performance.
3.4 Interpreting METARs
METAR reports follow a standard format. The station identifier indicates the reporting location. Time is given in Zulu (UTC). Wind is reported as direction and speed in knots. Visibility is reported in statute miles. Present weather uses standard abbreviations. Sky condition describes cloud coverage and heights. Temperature and dewpoint are given in Celsius. Altimeter setting is in inches of mercury.
Chapter 4: Loading and Performance
This section gets fewer questions on the exam than airspace or weather, but the ones that show up can be tricky if you haven’t studied. The core idea is straightforward: what you strap to your drone changes how it flies.
4.1 Weight and Balance
Total aircraft weight must remain within manufacturer specifications. Adding payloads shifts the center of gravity, potentially affecting flight characteristics. Always calculate total weight including batteries, cameras, and any other accessories before flight.
4.2 Density Altitude
Density altitude is pressure altitude corrected for non-standard temperature. High density altitude reduces lift and battery performance. Hot days at high elevations require particular attention to performance limitations. Plan conservative flight profiles when density altitude is high.
4.3 Payload Considerations
Different payloads affect aircraft stability and flight time. Center suspended loads versus offset loads. Account for wind resistance of external payloads. Test new payload configurations in controlled conditions before operational flights.
Chapter 5: Operations
Operations questions test whether you’d actually be a safe pilot in the real world. Preflight planning, crew management, emergency responses — the exam wants to know you won’t just wing it (pun intended) when something goes wrong at 300 feet.
5.1 Preflight Planning
Thorough preflight planning includes weather assessment, airspace review, site survey, and equipment inspection. Check NOTAMs for TFRs and other relevant information. Identify emergency landing sites and contingency plans. Brief all crew members on the planned operation.
5.2 Crew Resource Management
Effective CRM improves safety through better communication and coordination. Define clear roles for the remote pilot in command, person manipulating controls (if different), and visual observers. Establish standard communication protocols and challenge-and-response procedures for critical actions.
5.3 Emergency Procedures
Develop and practice emergency procedures before they’re needed. Know how to respond to loss of control link, flyaway, low battery, and emergency landing situations. Document emergency procedures and review them as part of preflight briefing. Report any accidents or incidents as required by regulation.
Chapter 6: Reading Sectional Charts
Sectional charts are probably the most intimidating part of the exam for people who haven’t dealt with aviation before. They look like a mess of colors and symbols at first glance. But once you learn the pattern — and it is a pattern — they’re actually pretty logical. I’d estimate 15-20% of my exam questions involved reading a sectional chart excerpt.
6.1 Chart Symbology
Airport symbols indicate runway configuration, tower status, and services available. Airspace boundaries use specific colors and line types. Blue circles and keyhole shapes indicate Class B and C airspace. Magenta dashed lines show Class E surface areas. Blue shading indicates Class E begins at 1,200 feet AGL, while magenta shading shows Class E to 700 feet AGL.
6.2 Obstructions
Obstruction symbols show towers, antennas, and other hazards to navigation. Heights are given in both MSL and AGL. Group obstructions indicate multiple structures in an area. High-intensity obstruction lighting is indicated with specific symbology.
6.3 Maximum Elevation Figures
MEFs appear in each quadrangle on sectional charts. The figure represents the highest known feature in that quadrangle plus a safety margin. Use MEFs for terrain awareness when planning operations.
Chapter 7: Physiological Factors
This section feels like it should be common sense, and a lot of it is. But the FAA has specific frameworks and checklists they want you to know by name, and the exam tests those names.
7.1 Fitness for Flight
The IMSAFE checklist helps assess personal readiness. Illness, medication, stress, alcohol, fatigue, and emotion all affect performance. Prescription and over-the-counter medications may impair judgment or reaction time. Eight hours bottle-to-throttle is a minimum standard for alcohol.
7.2 Vision
Visual scanning is essential for see-and-avoid responsibilities. Use deliberate scanning patterns rather than staring at the aircraft. Account for empty-field myopia when operating in featureless areas. Bright sunlight and glare can impair visual detection of aircraft.
7.3 Stress and Task Management
High workload degrades performance. Prioritize tasks during emergencies: aviate, navigate, communicate. Practice scenarios to build proficiency before they occur in actual operations. Recognize signs of task saturation and take appropriate action.
Chapter 8: Aeronautical Decision Making
ADM questions are essentially the FAA asking “would you make a dumb decision in this scenario?” The answer they want is always the conservative one. When in doubt on any ADM question, pick the option that involves not flying, landing, or waiting for better conditions. Seriously — that heuristic alone will get you most of these right.
8.1 The PAVE Checklist
PAVE helps identify risk factors. Pilot: Am I fit to fly today? Aircraft: Is the equipment airworthy and suitable for this mission? EnVironment: What are the weather, airspace, and terrain conditions? External pressures: Am I rushing or feeling pressured to complete this flight?
8.2 The DECIDE Model
DECIDE provides a framework for decision-making. Detect the problem or change. Estimate the need to react. Choose a course of action. Identify solutions. Do the selected action. Evaluate the effect of the action.
8.3 Risk Management
Identify hazards before they become problems. Assess risk using probability and severity. Mitigate risk through planning and procedures. Accept only risks that are necessary and reasonable. Continuously evaluate changing conditions throughout operations.
Final Advice From Someone Who Passed
The Part 107 isn’t as hard as it looks, but it’s not a breeze either. I studied for about three weeks — maybe an hour a day — using the FAA’s own study materials plus a couple of practice test apps. The practice tests are critical because they train you to recognize how the FAA phrases questions, which is half the battle. Focus on understanding the concepts rather than memorizing isolated facts. If you understand why the airspace classes exist and what problem they solve, you can reason through questions you haven’t seen before. Memorization alone won’t get you there.
Take the practice tests, identify your weak spots, and hammer those sections. Airspace and sectional charts tripped me up the most during prep. Weather was easier than I expected. Your experience may vary. Schedule the exam when you’re consistently scoring 85%+ on practice tests, and you’ll walk out with a passing score.
