You can continue to study the rest of the questions below. However, I have compiled all questions 1-41 into a free downloadable PDF so you can continue your study offline of Questions 1-41.
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11 (Refer to FAA-CT-8080-2G, Figure 2.) If an unmanned airplane weighs 33 pounds, what approximate weight would the airplane structure be required to support during a 30° banked turn while maintaining altitude?
[Explanation: In a turn of 30 degrees of bank and while maintaining level flight (no altitude loss because you slightly pitched up), you will have a 1.154 load factor. This means that in this turn you will be feeling like you are pulling 1.154 G’s. 33 pounds x 1.154 = 38.082 pounds].
A. 34 pounds.
B. 47 pounds.
C. 38 pounds.
UA.IV.A.K2. The importance and use of performance data to predict the effect on the aircraft’s performance of an sUAS.
12 Which is true regarding the presence of alcohol within the human body?
A. A small amount of alcohol increases vision acuity. [No, you may think that but it isn’t true.]
B. Consuming an equal amount of water will increase the destruction of alcohol and alleviate a hangover. [No, it just means you are going to be a drunk who has to go to the bathroom.]
C. Judgment and decision-making abilities can be adversely affected by even small amounts of alcohol. [Yes, being drunk can result in all sorts of poor life choices such as getting involved in Pokemon.]
UA.V.E.K2 Drugs and alcohol use.
13 When using a small UA in a commercial operation, who is responsible for briefing the participants about emergency procedures?
A. The FAA inspector-in-charge. [Um. No. The FAA inspector is the person who investigates your goof up.]
B. The lead visual observer. [Nope. But this person is great for doing the “coffee & doughnuts” briefing.]
C. The remote PIC. [Bingo! Being the pilot in command means you are responsible. Period. For everything. For example, if you don’t properly brief your VO and a FAA inspector ramp checks and the VO doesn’t know what is going on, you get in trouble. It’s like being at the bottom of a gutter, all the garbage will flow your way.]
UA.V.C.K1 Emergency planning and communication.
14 To avoid a possible collision with a manned airplane, you estimate that your small UA climbed to an altitude greater than 600 feet AGL. To whom must you report the deviation?
A. Air Traffic Control. [If you are flying without an airspace waiver, 600ft isn’t even in controlled airspace so you wouldn’t be contacting ATC. It might be wise to just quickly mention on the CTAF where you are if you were flying near a Class G airport and you had to do an emergency deviation up to 600ft.]
B. The National Transportation Safety Board. [See What Do I Do After a Drone Crash?]
C. Upon request of the Federal Aviation Administration. [See What Do I Do After a Drone Crash?]
UA.V.C.K1 Emergency planning and communication.
15 (Refer to FAA-CT-8080-2G, Figure 26, area 2.) While monitoring the Cooperstown CTAF you hear an aircraft announce that they are midfield left downwind to RWY 13. Where would the aircraft be relative to the runway?
A. The aircraft is East. [Runway 13 has a magnetic heading of 130. Keep in mind that our VFR sectionals are in true, not magnetic, but VORs and runway headings are magnetic. You know which way the airplane took off by looking at the runway orientation. The runways on the map tend to be pretty close to what they are in real life. The airport pattern in the U.S. goes to the left (because the captain or pilot tends to fly on that side and has a better view of the runway and it is the law). The exceptions to this are if ATC at a tower, visual markings or lights, AFD, or the sectional with an RP symbol next to the airport say otherwise. There is no RP on Cooperstown so it is left. So if airplanes are going left, you should fly on the right hand pattern side right? WRONG! Helicopters are required by law to avoid the flow of fixed-wing aircraft and tend to be lower.]
B. The aircraft is South.
C. The aircraft is West.
UA.V.A.K3 Recommended traffic advisory procedures. (such as: self-announcing of position and intentions by manned aviation operations and activities.)
16 Under what condition should the operator of a small UA establish scheduled maintenance protocol?
A. When the manufacturer does not provide a maintenance schedule. [Yes, because you should know what the mean time between failures is or have an idea on what are the typical problems certain drones encounter so you can PREVENT crashes. It is also good for your bottom line to have aircraft that work when you want to go fly them rather than having crews drive back and forth to the office to pick up more aircraft.]
B. UAS does not need a required maintenance schedule. [I can hear it now from some of the droners “Maintenance…..We don’t need no stinkin maintenance.”]
C. When the FAA requires you to, following an accident. [It is cheaper to do maintenance on the front end rather than on the pieces on the backend.]
UA.V.F.K1 Basic maintenance.
17 According to 14 CFR part 107, the responsibility to inspect the small UAS to ensure it is in a safe operating condition rests with the
A. remote pilot-in-command. [107.19 says, “(b) The remote pilot in command is directly responsible for and is the final authority as to the operation of the small unmanned aircraft system. (c) The remote pilot in command must ensure that the small unmanned aircraft will pose no undue hazard to other people, other aircraft, or other property in the event of a loss of control of the aircraft for any reason” How are you going to do that without doing an inspection on the aircraft and being familiar with it? § 107.49 says, “(c) Ensure that all control links between ground control station and the small unmanned aircraft are working properly; (d) If the small unmanned aircraft is powered, ensure that there is enough available power for the small unmanned aircraft system to operate for the intended operational time; and (e) Ensure that any object attached or carried by the small unmanned aircraft is secure and does not adversely affect the flight characteristics or controllability of the aircraft.” ]
B. visual observer. [No responsibility here but it would be smart to have the VO checking things also.]
C. owner of the small UAS. [Smart but not required.]
UA.V.F.K2 Preflight inspection.
18 Identify the hazardous attitude or characteristic a remote pilot displays while taking risks in order to impress others?
A. Impulsivity. [This is doing something quickly without thinking it out. “Fly first. Ask questions later.”]
B. Invulnerability. [This is doing something dumb but you think an accident won’t happen to you. Please see the many dumb people on Youtube flying their aircraft over streets in urban areas.]
C. Macho. [You act macho to impress others.]
UA.V.D.K4 Hazardous attitudes
19 You are a remote pilot for a co-op energy service provider. You are to use your UA to inspect power lines in a remote area 15 hours away from your home office. After the drive, fatigue impacts your abilities to complete your assignment on time. Fatigue can be recognized
A. easily by an experienced pilot. [An experienced pilot should recognize that fatigue can creep up on them and they shouldn’t trust themselves.]
B. as being in an impaired state. [You should give your body proper rest so as to function optimally. Commercial pilots have rest requirements for a reason. You should also.]
C. by an ability to overcome sleep deprivation. [This isn’t fatigue. This is Redbull.]
UA.V.E.K5 Stress and fatigue.
20 Safety is an important element for a remote pilot to consider prior to operating an unmanned aircraft system. To prevent the final “link” in the accident chain, a remote pilot must consider which methodology?
A. Crew Resource Management. [“Crew resource management (CRM). The application of team management concepts in the flight deck environment. It was initially known as cockpit resource management, but as CRM programs evolved to include cabin crews, maintenance personnel, and others, the phrase “crew resource management” was adopted. This includes single pilots, as in most general aviation aircraft. Pilots of small aircraft, as well as crews of larger aircraft, must make effective use of all available resources; human resources, hardware, and information. A current definition includes all groups routinely working with the flight crew who are involved in decisions required to operate a flight safely. These groups include, but are not limited to pilots, dispatchers, cabin crewmembers, maintenance personnel, and air traffic controllers. CRM is one way of addressing the challenge of optimizing the human/machine interface and accompanying interpersonal activities.”]
B. Safety Management System. [“SMS is the formal, top-down, organization-wide approach to managing safety risk and assuring the effectiveness of safety risk controls. It includes systematic procedures, practices, and policies for the management of safety risk.”]
C. Risk Management. [This is the part of the decision making process which relies on situational awareness, problem recognition, and good judgment to reduce risks associated with each flight.]
UA.V.D.K1 Aeronautical Decision Making (ADM).
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