IMPORTANT REVISIONS for the Remote Drone Pilot Study Guide, First Edition

Try as we might we have been informed by a handful kind members about a few errors and clarifications needed in the first edition of the study guide. Below we list the corrections and clarifications by page number or question number:

*See the graphics in greater detail as shown in the book via the FAA testing supplement at; 

https://www.faa.gov/training_testing/testing/supplements/media/sport_rec_private_akts.pdf. Feel free to print individual pages as needed.

Chapter revisions will be covered prior to the study guide question revisions.

Page Revisions

Page 17: Your Aircraft Registration (CFR 107.13) *Updated to reflect recent changes to regulation and to clarify sUAS maximum weight.

All commercial sUAS must be registered with the FAA via the FAA DroneZone (watch out for bogus sites) that weigh up to 55 lbs. (25 kg), including all attached accessories. Does this include 55 lbs? No it does not, but you are good to 54.99 lbs. It’s confusing and the FAA graphic doesn’t help (CFR 107.3).

*FYI - Recreational drone pilots are not required to register drones that weigh under 250 grams (.55 lbs.), as a result a whole movement has been created around the sub-250 gram drone/RC that don't require registration or Remote Identification (Remote ID).

sUAS must be registered to a person who is 13 years of age or older. If the person is younger than 13 years old they can have someone 13 years old or older register the aircraft (like a parent).

*FYI - Several lawsuits have made the issue of requiring registration of recreational drone/RC aircraft via the FAA to the point of refunding registration fees. However, the lawsuit was overturned, the FAA citing a Homeland Security Bill, and now returns to required registration for all recreational aircraft over 250 grams (.55 lbs.). 

Page 30: sUAS Visibility and Cloud Clearance Requirements

This section looks out of place since it is immediately after the section about A through G Airspace. The section should be placed in a text box to bring out the fact that airspace classifications are designed to prevent aircraft from having mid-air collisions by requiring minimum weather standards for flight. Manned aircraft flying visually, called Visual Flight Rules (VFR), are required to maintain specific in-flight visibility, i.e. 3 miles, and specific clearance from clouds, i.e. 500’ below. Manned aircraft have a variety of in-flight visibility requirements depending on the airspace.

Thankfully, the FAA has made it easy for drone pilots by mandating only one set of weather requirements:

·         3 Statute Miles (SM) Slant Range Visibility

·         500’ Below Cloud(s)

·         2000’ (Laterally) From Cloud(s)

This graphic will better clarify the page 30 graphic:

Question #37: The answer is correctly shown as C but the FAA answer is confusing. We interpret this answer to mean, “Yes,” there is a collision risk but it is mitigated because, “the “defined route provides traffic separation to manned (and unmanned) aircraft.” In other words, since the route is shown on the chart (gray line) the FAA is defining this a separation because the pilot is made aware of possible military aircraft traffic.

Question #38: Change "b" to state:

b) Yes, Military Training Route from the surface to 1,500 feet AGL.

Answer is b. In this case, being 1,500’ AGL and below, there is a concern for a Mid Air Collision (MCA).​

Question #65: The answer is C, not B.

Question #94: The Area referred to should be, “northeast of Area 2.”

Airports are classified based on “ownership” and “allowed use.” For example, an airport is privately owned but open to the public (pilots) to use is commonly referred to as “private – public” airport.

An airport that is privately owned and only available for use by aircraft owners based at the airport, or invited guest, are called “private – private” airports (privately owned for private use). However, “private – private” airports are available for emergency use. Ownership isn’t shown directly on the aeronautical chart but can assumed to be “private – private” if it has an “R” in the airport symbol.

Question #104: The answer is B, not A. Explanation correct.

Question #107: Lincoln Municipal tower is in Class C airspace, not D. It does change to Class E after hours. See “Airspace Class C” section on Figure 53.

Question #139: Better stated the question should read, “What are the ideal weather conditions for a drone flight mission?” The answer is B, explanation correct.

Question #155: The correct answer is A - Warm, moist air over low, flatland areas on clear calm nights.

The PHAK states, “On clear nights, with relatively little to no wind present, radiation fog may develop. Usually, it forms in low-lying areas like mountain valleys. This type of fog occurs when the ground cools rapidly due to terrestrial radiation, and the surrounding air temperature reaches its dew point.” See page 57 “page revisions” for a full definition of radiation fog.

Question #210: The explanation should read FM131600, not “FM121600.”

Multiple Questions (The number five): We will use the number “five” in this text implying the phonetic pronunciation is “fife.”

Reference: Aeronautical Information Manual (AIM), Chapter 4, https://www.faa.gov/air_traffic/publications/media/aim.pdf

See the full explanation in the “Page Revisions” section above.

Question #343: Answer B is correct but should more accurately be stated, “may test or inspect the sUAS and related documentation.”

Question #350: In the next to the last sentence of the explanation it should state, “During landing the pilot can use full flaps to approach a runway…”

Question #351: The explanation should state, “Taking off on a short runway the pilot may select 10ᴼ of flaps to increase lift and make the aircraft take-off in a shorter distance. During landing the pilot….”

Question #357: The answer is correct but let us expand the explanation of secondary flight controls. Primary flight controls consist of the rudder, ailerons, and elevator which control yaw, roll and pitch respectively. Secondary flight control systems may consist of wing flaps, leading edge devices, spoilers, and trim systems. Reference: PHAK, Chapter 6.

Question #383: The answer is correct but the explanation should read, “An aft Center of Gravity (CG) is the most undesirable for an aircraft to be in due to the possible inability to recover from a stall.”

*Multiple Questions and Figures (referenced Figure numbers): We did a bad job referencing the correct “figure” number to the question in several areas. Fortunately, in most cases we conveniently added the graphic directly after the question.

Have you found an error? Please let us know via our contact page. Your contribution will help fellow members.

2022-23 Updates: Good news, night flying and (transition) flight over people is now allowed (stipulations apply).

Remote Identification (Remote ID)

The bad news (for most, particularly recreational flyers), FAA requires all Part 107 aircraft to equip with Remote Identification, also called Remote ID, which is described by the FAA as a "digital license plate," there's describe it as a transponder that shows the location of the drone and control station. Many industry leaders have expressed concern that the general public will have access to the control station location (where the drone pilot is located), citing security concerns. Along with commercial Remote Pilots, recreational pilots will also need to equip with Remote ID by having it integrated into their drone by the manufacturer (Deadline, Sept. 2022, which was pushed forward to Dec. 2022) or via an add-on module by September 2023. Recreational pilots have one caveat, sub 250 gram drones (and RCs) are exempt, unfortunately aircraft used for commercial purposes must comply with Remote ID regardless of weight. Learn more about Remote ID via the FAA's website.

*FYI - While not practical for most commercial flight, there is a way not to comply with Remote ID, flying in a specific area approved by the FAA called FAA Recognized Identification Areas (FRIAs), think RC flight park. Host sites are required to apply and be approved to become a FRIA, to learn more and get information on how to apply for a FRIA see this webpage. 

Night flight Operations

Night flying is now allowed without going through the extensive waiver process. To fly at night the commercial drone pilot must take the FAA sUAS re-currency online test to fly at night because it contains the night module within the re-currency course. If your certificate privileges expire a year from now you would need to take the re-currency early to legally fly at night.

Aircraft-wise, an anti-collision light (beacon) needs to be added to a drone. The beacon is required to be able to be seen from 3 Statue Miles (SM) away, most drones don't come from the factory with a compliant anti-collision light. Learn more about Night flight Operations on the FAA's website (scroll down on the FAA's web page).

Flight Operations Over People

More good news, flight over people (better described as transition over people) has been allowed without a waiver, however, certain aircraft and equipment requirements must be met. In addition to Remote ID, the aircraft must meet the requirements of one of four categories. For practical purposes we will briefly cover the four categories but focus on the most viable and popular method of compliance. The path of least resistance is to fly a sub-250 grams aircraft that has Remote ID and prop-guards that protect agains lacerations to skin (a popular FAA phrase). Everyone must be briefed as to the activity, including safety and emergency topics. Category 2-4, with 4 being the most complex and simply preclude most from going this route because of shear cost. Category 4 aircraft start to look like FAA certified aircraft, with FAA approved parts and maintenance procedures. Category 2 and 3 are somewhere in the middle but still cost prohibited for most operators. Read more about flight Operations Over People on the FAA's website. 

Low Altitude Authorization and Notification Capability (LAANC)

​LAANC is an app that drone pilots can use to get rapid, as in instantly the majority of the time, access to airspace around airports (blue colored airport symbol on the aeronautical chart), Class B, C & D, that historically were off limits unless a waiver was submitted to the FAA that required a 90 day turnaround for approval. Now, this process is much easier with access to from 100'-400' Above Ground Level (AGL), close to most airports with a control tower. To visualize, think of a funnel that covers the inner circle of Air Traffic Controlled (ATC) airspace. As expected, being close to the runways and arrival/departure corridors, there's no waiver approval. However, as you move out from the primary airport, access increases with distance. For example, a mile from the airport a pilot may be allow to fly to 100' AGL, at 2 miles, 200,' 3 miles 300.' To learn more about LAANC, see the FAA's webpage that includes LAANC authorized (app) providers.

Mid-Air Collision Avoidance (MACA)

There are several questions on the test (called a Knowledge Test), regarding how to determine the location of a manned aircraft based on ATC communications to the manned and unmanned aircraft pilot. In the text we describe how ATC points out traffic is based on the "clock method." For example, you are alerted that traffic is at your 12 o'clock, you should look straight ahead, or if ATC states, "traffic at your 6 o'clock," you should "check your 6," as they say in Top Gun lingo. The challenging part of these questions is paying attention if ATC is referring to the manned aircraft or unmanned aircraft. Additionally, the question may ask which way you should look, east, west, north, or south. The best way to handle these questions is to simply draw it out. Many mistakes are made when a test taker tries to visualize aircraft position in their minds verses drawing it out. 

*The identical graphic on page 106 (CFR 107.51) should be updated.

Page 57: Fog

Radiation Fog: The FAA Pilots Handbook of Aeronautical Knowledge (PHAK) definition of Radiation Fog:

On clear nights, with relatively little to no wind present, radiation fog may develop. Usually, it forms in low-lying areas like mountain valleys. This type of fog occurs when the ground cools rapidly due to terrestrial radiation, and the surrounding air temperature reaches its dew point. As the sun rises and the temperature increases, radiation fog lifts and eventually burns off. Any increase in wind also speeds the dissipation of radiation fog. If radiation fog is less than 20 feet thick, it is known as ground fog.

When a layer of warm, moist air moves over a cold surface, advection fog is likely to occur. Unlike radiation fog, wind is required to form advection fog.

I also like, while not out of the mouth of the FAA, the National Weather Service (NWS) definition of Radiation Fog:

It (Radiation Fog) forms overnight as the air near the ground cools and stabilizes. When this cooling causes the air to reach saturation, fog will form. Fog will first form at or near the surface, thickening as the air continues to cool. The layer of fog will also deepen overnight as the air above the initial fog layer also cools. As this air cools, the fog will extend upward. The most favored areas for fog development are sheltered valleys where there is little to no wind and locations near bodies of water. Wind would disrupt the formation of radiation fog. Radiation fog is usually patchy, tends to stay in one place and goes away the next day under the sun’s rays. Thicker instances of radiation fog tend to form in valleys or over calm bodies of water.

The definition should indicate cooler land or water that causes the air to reach saturation (dew point) in areas of little wind (such as sheltered valleys and near bodies of water). See question 155 associated with this revision.

Page 63: Example METAR, decoding for KINK (second to the last line on the page). Barometric Pressure 30.00 Inches of Mercury (Hg), not Millibars.

Page 73: NASA Aviation Safety Reporting System (ACRS), third bullet point. Better stated it should read, “Has to be non-criminal in nature. If it is criminal then all bets are off.”

Page 82: I’M SAFE Checklist. The “E” in I’M SAFE is not “Eating” but “Emotion.” If memory serves me correctly, “Eating” was used in older acronym but was updated to “Emotion.” Both are important concepts.

Multiple Pages (The number five): There are several references in the “communications” section to the number “five,” which should be pronounced phonetically as “fife.” This is because “five” can sound like “fire” over an aviation radio. The number “five” is typically used when stating altitude, heading and runway numbers.

We will use the number “five” in this text implying the phonetic pronunciation is “fife.”

Reference: Aeronautical Information Manual (AIM), Chapter 4, https://www.faa.gov/air_traffic/publications/media/aim.pdf.

Question Revisions

​Question #1: To be defined as a sUAS, the aircraft can weigh (with all attached accessories) up to:

a) 4.4 lbs.

b) 57 lbs.

c) 55 lbs.

Answer – c. To be defined as a small Unmanned Aerial System (sUAS) the aircraft can weigh up to 55 lbs. This weight includes all external attachments and accessories. Reference: CFR 107.3

Question #15: Change answer “a” to:

a) Aircraft weight can be up to 55 pounds (with all external loads and accessories), does not interfere with, and gives way to manned aircraft, authorization required to fly in airport controlled airspace via FAA approval, and aircraft is flown within Visual Line of Sight (VLOS).

Question #17: Change explanation to:

Answer – a. A CS can be a hand controller or the computer station from which total autonomous operations are controlled. Regulation stipulates the RPIC should be able to take control via the CS if the need arises. Reference: AC 107-2 (4.2.1)

Question #31: Change choice “c” to:

c) Through passing a re-current RP course or initial FAA RP Knowledge Test covering items specified in CFR 107.73(a)(b) or 107.74(a) or (b) within the previous 24 calendar months.

Question #36: (See Figure 23) The correct answer is B, 1,300 feet Mean Sea Level (MSL). It is best to think of this as a manned aircraft pilot with respect to reading the cockpit altimeter. The altimeter shows MSL altitude, if it didn't the pilot would have to, "on the fly," convert MSL to Above Ground Level (AGL), not an easy thing to do while trying to fly an aircraft. A good memory aid is to remember, "Altimeters use MSL altitude," pilots need to be able to look at the chart (map) and easily know if they are in Class C airspace.