Free Part 107 practice questions

B. No, because the total of 0.57 lb exceeds the 0.55 lb limit, which includes everything attached

Section 107.110(a)(1) requires a Category 1 aircraft to weigh 0.55 lb or less on takeoff and throughout the operation, including everything on board or otherwise attached. 0.52 + 0.05 = 0.57 lb, which exceeds the limit. The rule counts everything attached, not just the airframe, and a safety accessory creates no exception to the weight limit.

Source: 14 CFR 107.110(a)(1); AC 107-2A, para 8.3.4

A. Air carrier operations

Under 14 CFR 107.1(b)(1), Part 107 does not apply to air carrier operations. Night flight is allowed under Part 107 with the conditions in 107.29, so it remains a Part 107 operation. Class B flights also stay under Part 107 and need ATC authorization under 107.41.

Source: 14 CFR 107.1(b)(1)

B. The pilot may fly under the recreational exception if every condition of 49 U.S.C. 44809 is met

Holding a remote pilot certificate does not take away the option to fly recreationally under 49 U.S.C. 44809, and Part 107 does not apply to aircraft subject to 44809 under 107.1(b)(2). The pilot can also choose to fly under Part 107. No rule exempts personal flights from both frameworks.

Source: 14 CFR 107.1(b)(2); 49 U.S.C. 44809(a)

A. A person who is at least 13 years old

Under 14 CFR 48.25(b), an owner younger than 13 cannot register the aircraft; it must be registered by a person who is at least 13. Using a parent's email does not change the owner's age. Registration has nothing to do with holding a remote pilot certificate.

Source: 14 CFR 48.25(b)

B. No, ADS-B Out cannot satisfy Remote ID, and Part 107 bars it unless authorized

Section 89.125 states that ADS-B Out equipment cannot be used to comply with Remote ID, and 107.53 prohibits operating a small UAS with ADS-B Out in transmit mode unless the Administrator authorizes it. The frequency used does not matter. Night operations have no ADS-B exception.

Source: 14 CFR 89.125; 14 CFR 107.53

A. The pilot and the drone must both stay within the FRIA boundaries, with the drone in sight

Under 14 CFR 89.115(b), both the unmanned aircraft and the person manipulating the controls must remain within the FRIA boundaries throughout the operation, and the person must be able to see the aircraft at all times. Letting the drone leave breaks the boundary rule. Flying from outside the boundary breaks it for the pilot.

Source: 14 CFR 89.115(b)

A. To give the FAA, security agencies and police identification and location data on drones

AC 107-2A paragraph 5.17.1 explains that Remote ID provides location and identification data that gives airspace awareness to the FAA, national security agencies and law enforcement, helping them tell compliant users from those posing a risk. Remote ID is not a collision avoidance system. It does not replace the airspace authorization required by 107.41.

Source: AC 107-2A, para 5.17.1; 14 CFR 107.41

C. Make it available to the FAA on request

Under 14 CFR 107.7(a)(3), a remote PIC, owner or person on the controls must make available, on request, any document, record or report required to be kept under FAA regulations. No subpoena is needed. The duty runs to the Administrator, so limiting it to the NTSB is wrong.

Source: 14 CFR 107.7(a)(3)

B. From 18,000 ft MSL up to and including FL600

Class A runs from 18,000 ft MSL up to and including FL600. The 14,500 to 18,000 ft MSL band is Class E, which sits below Class A. The 10,000 ft and FL450 values are not Class A boundaries.

Source: AIM 3-2-2

C. 51, meaning 5,100 ft MSL

Class C normally extends to 4,000 ft above the airport elevation, so 1,100 plus 4,000 gives 5,100 ft MSL, printed as 51. A label of 40 would ignore the airport elevation. A ceiling of 2,500 ft above the airport is the usual Class D design, not Class C.

Source: AIM 3-2-4; FAA Aeronautical Chart Users' Guide (July 2026)

B. An operating control tower

Class D is designed around airports that have an operating control tower. Runway length does not decide the class. Scheduled airline service with radar approach control is more typical of Class C or Class B.

Source: AIM 3-2-5

C. None, because Class G does not require ATC authorization

Class G is uncontrolled airspace, and 14 CFR 107.41 does not require ATC authorization there. LAANC is used for authorization in controlled airspace near airports. A waiver is only needed to deviate from a waivable Part 107 rule, not to fly in Class G.

Source: 14 CFR 107.41; AIM 3-3-1

B. 3,000 ft AGL

The ceiling is the lowest broken or overcast layer, which is BKN030 at 3,000 ft AGL. The 800 ft layer is FEW and the 1,500 ft layer is scattered, and neither counts as a ceiling. The 7,000 ft overcast is above the lowest broken layer, so it is not the ceiling.

Source: PHAK (FAA-H-8083-25C), Chapter 13

A. Visibility is likely below the 3 SM Part 107 minimum, so the flight should not go as planned

Part 107 requires at least 3 SM flight visibility from the control station, and a nearby report of 2 1/2 SM shows conditions below that. Haze is a visibility restriction like any other and counts fully. The 3 SM minimum applies at all altitudes, not only above 400 ft.

Source: PHAK (FAA-H-8083-25C), Chapter 13; 14 CFR 107.51(c)

C. A higher stalling speed

The Remote Pilot Study Guide lists a higher stalling speed among the performance losses of an overloaded aircraft, along with a longer takeoff run, reduced climb, lower maximum altitude and shorter range. A shorter takeoff run is the opposite of what added weight causes. Maximum altitude drops, not rises, with excess weight.

Source: FAA-G-8082-22, Chapter 4

C. Heating a lithium battery to extreme temperatures is a listed cause of battery fires

AC 107-2A lists heating to extreme temperatures among the causes of lithium battery fires, along with short circuits, improper charging, crash damage, mishandling and defects. The cause is not limited to charging, so a stored battery baking in a hot cab is still at risk. Saying heat poses no fire risk contradicts the AC, which also advises following the manufacturer's battery handling recommendations.

Source: AC 107-2A, para B.5

A. It may be a UNICOM, MULTICOM, FSS or tower frequency, as published

AIM 4-1-9 says the CTAF may be a UNICOM, MULTICOM, FSS or tower frequency and is identified in aeronautical publications. 122.9 is the MULTICOM frequency used only where there is no tower, FSS or UNICOM. ATIS is a separate recorded broadcast, not a frequency for exchanging traffic advisories.

Source: AIM 4-1-9

C. The current recording, named by its phonetic letter

AIM 4-1-13 says each ATIS broadcast carries a phonetic letter code, and pilots repeat that code on initial contact to show they have the current information. The runway in use is given by number within the broadcast. Controllers are not identified by the ATIS code letter.

Source: AIM 4-1-13

C. Downwind leg

AIM 4-3-2 defines the downwind leg as a flight path parallel to the landing runway in the opposite direction of landing. The base leg and the crosswind leg are both at right angles to the runway, off the approach end and the takeoff end respectively.

Source: AIM 4-3-2

A. Nearby airports may share the frequency, so it shows which airport is meant

AIM 4-1-9 says aircraft at other nearby airports may be using the same UNICOM or MULTICOM frequency, so the airport name is spoken at the beginning and end of each self-announce call. ATIS does not record pilot calls. The AIM still wants the runway number used, not replaced.

Source: AIM 4-1-9

C. From the east

AIM 4-3-4 says the large end of a wind cone or wind sock points into the wind, so a sock streaming toward the west has its large end toward the east and the wind is from the east. Reading it as a west wind reverses the sock. A tetrahedron shows landing direction and the AIM cautions against using it for wind.

Source: AIM 4-3-4