• This practice test has 60 questions. These 60 questions were created by the Federal Aviation Administration.
• After each question you will find out the correct answer AND the wrong answers.
• Any language in [brackets] after an answer is my commentary to explain why the answer is correct or wrong.
• I put the Airmen Certification Standard (ACS) code at the top to help you with further study.
• At the end you’ll be given a score with a complete breakdown of each of the 5 subject areas.
• At the end,  you can obtain the answers & explanations in a PDF format via email if you sign up for the drone law newsletter.

Correct: Within 10 days of the accident. [§107.9   Accident reporting. “No later than 10 calendar days after an operation that meets the criteria of either paragraph (a) or (b) of this section[.]”]

Wrong: No accidents need to be reported.

Wrong When requested by the UA owner. [You might be confused. If there is a deviation from the regulations, only upon request from the FAA, do you need to provide a report. 107.21 says, “(b) Each remote pilot in command who deviates from a rule under paragraph (a) of this section must, upon request of the Administrator, send a written report of that deviation to the Administrator.”]

Wrong: No accidents need to be reported.

Wrong When requested by the UA owner. [You might be confused. If there is a deviation from the regulations, only upon request from the FAA, do you need to provide a report. 107.21 says, “(b) Each remote pilot in command who deviates from a rule under paragraph (a) of this section must, upon request of the Administrator, send a written report of that deviation to the Administrator.”]

Correct: Within 10 days of the accident. [§107.9   Accident reporting. “No later than 10 calendar days after an operation that meets the criteria of either paragraph (a) or (b) of this section[.]”]

Correct. When the aircraft weighs less than 0.55 pounds on takeoff, including everything that is on-board or attached to the aircraft. 

Wrong. When the aircraft has a takeoff weight that is more than 0.55 pounds, but less than 55 pounds, not including fuel and necessary attachments. [This is weight range for Part 48. Remember that Part 47 is for the 55lbs and heavier drones!]

Wrong. All small UAS need to be registered regardless of the weight of the aircraft before, during, or after the flight. [Nope.]

Wrong. When the aircraft has a takeoff weight that is more than 0.55 pounds, but less than 55 pounds, not including fuel and necessary attachments. [This is weight range for Part 48. Remember that Part 47 is for the 55lbs and heavier drones!]

Wrong. All small UAS need to be registered regardless of the weight of the aircraft before, during, or after the flight. [Nope.]

Correct. When the aircraft weighs less than 0.55 pounds on takeoff, including everything that is on-board or attached to the aircraft.

Correct.  All civilian small UAS weighing greater than 0.55 pounds must be registered regardless of its intended use. [See 48.1 and 48.15.]

Wrong. When the small UA is used for any purpose other than as a model aircraft.

Wrong. Only when the operator will be paid for commercial services.

Wrong. When the small UA is used for any purpose other than as a model aircraft.

Wrong. Only when the operator will be paid for commercial services.

Correct.  All civilian small UAS weighing greater than .55 pounds must be registered regardless of its intended use. [See 48.1 and 48.15.]

Correct. The owner is less than 13 years of age. [48.25 says, “(b) A small unmanned aircraft must be registered by its owner using the legal name of its owner, unless the owner is less than 13 years of age. If the owner is less than 13 years of age, then the small unmanned aircraft must be registered by a person who is at least 13 years of age.” Keep in mind that they are trying to make you know Part 48. There are other answers as to why a person could not register via Part 47 such as being a foreign citizen.]

Wrong. All persons must register their small UA.

Wrong. If the owner does not have a valid United States driver’s license. [Part 48 doesn’t require this and Part 47 doesn’t require it either.]

Wrong. All persons must register their small UA.

Wrong. If the owner does not have a valid United States driver’s license. [Part 48 doesn’t require this and Part 47 doesn’t require it either.]

Correct. The owner is less than 13 years of age. [48.25 says, “(b) A small unmanned aircraft must be registered by its owner using the legal name of its owner, unless the owner is less than 13 years of age. If the owner is less than 13 years of age, then the small unmanned aircraft must be registered by a person who is at least 13 years of age.” Keep in mind that they are trying to make you know Part 48. There are other answers as to why a person could not register via Part 47 such as being a foreign citizen.]

Correct. does not endanger the life or property of another.  [If you knew you one of these was correct, this is the most important of all 3 of them.]

Wrong.  requires more than one visual observer. [You don’t need a visual observer unless you are doing something special like over in 107.31 such as FPV racing].

Wrong. never exceeds 200 feet AGL

Wrong.  requires more than one visual observer. [You don’t need a visual observer unless you are doing something special like over in 107.31 such as FPV racing].

Wrong. never exceeds 200 feet AGL

Correct. does not endanger the life or property of another.  [If you knew you one of these was correct, this is the most important of all 3 of them.]

Correct. not create an undue hazard to persons or property. [Section 107.23 says, “No person may: … (b) Allow an object to be dropped from a small unmanned aircraft in a manner that creates an undue hazard to persons or property.”]

Wrong. land within 10 feet of the expected landing zone.

Wrong.  not cause property damage in excess of $300.

Correct. not create an undue hazard to persons or property. [Section 107.23 says, “No person may: … (b) Allow an object to be dropped from a small unmanned aircraft in a manner that creates an undue hazard to persons or property.”]

Wrong. land within 10 feet of the expected landing zone.

Wrong.  not cause property damage in excess of $300.

Correct. not operate a small UA within 8 hours of consuming any alcoholic beverage. [8 hours bottle to throttle. Doesn’t matter if you aren’t even buzzed or if the alcohol has got into your system yet.]

Wrong. pass a self-administered sobriety test before operating a small UA.

Wrong. ensure that your visual observer has not consumed any alcoholic beverage in the previous 12 hours.

Wrong. pass a self-administered sobriety test before operating a small UA.

Wrong. ensure that your visual observer has not consumed any alcoholic beverage in the previous 12 hours.

Correct. not operate a small UA within 8 hours of consuming any alcoholic beverage. [8 hours bottle to throttle. Doesn’t matter if you aren’t even buzzed or if the alcohol has got into your system yet.]

Correct. Use of anti-collision lights. [§107.29(b) says, (b) No person may operate a small unmanned aircraft system during periods of civil twilight unless the small unmanned aircraft has lighted anti-collision lighting visible for at least 3 statute miles. The remote pilot in command may reduce the intensity of the anti-collision lighting if he or she determines that, because of operating conditions, it would be in the interest of safety to do so. (c) For purposes of paragraph (b) of this section, civil twilight refers to the following: (1) Except for Alaska, a period of time that begins 30 minutes before official sunrise and ends at official sunrise; (2) Except for Alaska, a period of time that begins at official sunset and ends 30 minutes after official sunset[.]”]

Wrong. Must be operated in a rural area.

Wrong. Use of a transponder.

Correct. Use of anti-collision lights. [§107.29(b) says, (b) No person may operate a small unmanned aircraft system during periods of civil twilight unless the small unmanned aircraft has lighted anti-collision lighting visible for at least 3 statute miles. The remote pilot in command may reduce the intensity of the anti-collision lighting if he or she determines that, because of operating conditions, it would be in the interest of safety to do so. (c) For purposes of paragraph (b) of this section, civil twilight refers to the following: (1) Except for Alaska, a period of time that begins 30 minutes before official sunrise and ends at official sunrise; (2) Except for Alaska, a period of time that begins at official sunset and ends 30 minutes after official sunset[.]”]

Wrong. Must be operated in a rural area.

Wrong. Use of a transponder.

Correct. yield the right-of-way to the hot air balloon. [107.37 says, “(a) Each small unmanned aircraft must yield the right of way to all aircraft, airborne vehicles, and launch and reentry vehicles. Yielding the right of way means that the small unmanned aircraft must give way to the aircraft or vehicle and may not pass over, under, or ahead of it unless well clear.”]

Wrong. ensure the UA passes below, above, or ahead of the balloon.

Wrong.  expect the hot air balloon to climb above you altitude.

Wrong. ensure the UA passes below, above, or ahead of the balloon.

Wrong.  expect the hot air balloon to climb above you altitude.

Correct. yield the right-of-way to the hot air balloon. [107.37 says, “(a) Each small unmanned aircraft must yield the right of way to all aircraft, airborne vehicles, and launch and reentry vehicles. Yielding the right of way means that the small unmanned aircraft must give way to the aircraft or vehicle and may not pass over, under, or ahead of it unless well clear.”]

Correct. The remote pilot must have prior authorization from the Air Traffic Control (ATC) facility having jurisdiction over that airspace. [You are going to have to have an airspace waiver. §107.41 says, “No person may operate a small unmanned aircraft in Class B, Class C, or Class D airspace or within the lateral boundaries of the surface area of Class E airspace designated for an airport unless that person has prior authorization from Air Traffic Control (ATC).” The FAA is handling those authorizations via a waiver process currently. Let me know if you need one! ]

Wrong. The remote pilot must monitor the Air Traffic Control (ATC) frequency from launch to recovery. [This is the smart thing to do and maybe also required via the waiver, but it isn’t required per the regulations.]

Wrong.  The remote pilot must contact the Air Traffic Control (ATC) facility after launching the unmanned aircraft. [Um. The idea would be to call before launching, not after.]

Correct. The remote pilot must have prior authorization from the Air Traffic Control (ATC) facility having jurisdiction over that airspace. [You are going to have to have an airspace waiver. §107.41 says, “No person may operate a small unmanned aircraft in Class B, Class C, or Class D airspace or within the lateral boundaries of the surface area of Class E airspace designated for an airport unless that person has prior authorization from Air Traffic Control (ATC).” The FAA is handling those authorizations via a waiver process currently. Let me know if you need one! ]

Wrong. The remote pilot must monitor the Air Traffic Control (ATC) frequency from launch to recovery. [This is the smart thing to do and maybe also required via the waiver, but it isn’t required per the regulations.]

Wrong.  The remote pilot must contact the Air Traffic Control (ATC) facility after launching the unmanned aircraft. [Um. The idea would be to call before launching, not after.]

Correct. No, your entire flight is in Class G airspace.

Wrong. Yes, Onawa is in Class D airspace that is designated for an airport.

Wrong. Yes, you must contact the Onawa control tower to operate within 5 miles of the airport.

Wrong. Yes, Onawa is in Class D airspace that is designated for an airport.

Wrong. Yes, you must contact the Onawa control tower to operate within 5 miles of the airport.

Correct. No, your entire flight is in Class G airspace.

Correct. Remote pilot-in-command. [See 107.19. Learn the short version of this regulation. “If anything goes wrong, it is most likely the PIC’s fault.” You shouldn’t let anyone force you into flying somewhere or doing something you feel is unsafe. You are getting the whacking if anything goes wrong, not them.].

Wrong. Manufacturer.

Wrong. Owner or operator.

Wrong. Manufacturer.

Wrong. Owner or operator.

Correct. Remote pilot-in-command. [See 107.19. Learn the short version of this regulation. “If anything goes wrong, it is most likely the PIC’s fault.” You shouldn’t let anyone force you into flying somewhere or doing something you feel is unsafe. You are getting the whacking if anything goes wrong, not them.].

Correct. 87 knots.  [87 knots is 100 MPH]

Wrong.  87 mph.

Wrong.  100 knots. [100MPH, not knots].

Wrong.  87 mph.

Wrong.  100 knots. [100MPH, not knots].

Correct. 87 knots.  [87 knots is 100 MPH]

Correct. 802 feet AGL. [This is Class D airspace and you would have to get a COA to operate here. I have NEVER seen one been given out for over 400ft. Yes, you could technically get a 400ft+ waiver and a COA to exercise it or get a special COA to operate within 400ft of a structure but it is extremely rare. Technically, under 107, if you are within 400ft of the structure you can go up to 400ft above the top of it (402 AGL is what the map says) which makes it 802 AGL.]

Wrong. 400 Feet AGL.

Wrong.  402 feet AGL.

Wrong. 400 Feet AGL.

Wrong.  402 feet AGL.

Correct. 802 feet AGL. [This is Class D airspace and you would have to get a COA to operate here. I have NEVER seen one been given out for over 400ft. Yes, you could technically get a 400ft+ waiver and a COA to exercise it or get a special COA to operate within 400ft of a structure but it is extremely rare. Technically, under 107, if you are within 400ft of the structure you can go up to 400ft above the top of it (402 AGL is what the map says) which makes it 802 AGL.]

Correct. a remote pilot certificate with a small UAS rating. [§107.7   Inspection, testing, and demonstration of compliance. (a) A remote pilot in command, owner, or person manipulating the flight controls of a small unmanned aircraft system must, upon request, make available to the Administrator: (1) The remote pilot certificate with a small UAS rating[.]”]

Wrong.  a logbook documenting small UA landing currency. [107.7 says, “Any other document, record, or report required to be kept under the regulations of this chapter.” The big word is required. Does 107 require a logbook? No. Is it smart to have? Yes.]

Wrong.  any employer issued photo identification. 

Wrong.  a logbook documenting small UA landing currency. [107.7 says, “Any other document, record, or report required to be kept under the regulations of this chapter.” The big word is required. Does 107 require a logbook? No. Is it smart to have? Yes.]

Wrong.  any employer issued photo identification.

Correct. a remote pilot certificate with a small UAS rating. [§107.7   Inspection, testing, and demonstration of compliance. (a) A remote pilot in command, owner, or person manipulating the flight controls of a small unmanned aircraft system must, upon request, make available to the Administrator: (1) The remote pilot certificate with a small UAS rating[.]”]

Correct. is grounds for suspension of revocation of their remote pilot certificate. [See 107.59]

Wrong. can be delayed for a period up to 8 hours after the request.

Wrong. has no consequences to the remote pilot certificate.

Wrong. can be delayed for a period up to 8 hours after the request.

Wrong. has no consequences to the remote pilot certificate.

Correct. is grounds for suspension of revocation of their remote pilot certificate. [See 107.59]

Correct.  3,000 feet MSL. [Class B airports are huge up side down wedding cakes. The B overhangs the Class D airspace. If you see the Class D top says [-30]. The minus means up to but NOT including 3,000. Right near it you see the 110/30 which means Class B is 3,000-11,000 ft.

Wrong. at the surface.

Wrong.  3,100 feet MSL

Wrong. at the surface.

Wrong.  3,100 feet MSL

Correct.  3,000 feet MSL. [Class B airports are huge up side down wedding cakes. The B overhangs the Class D airspace. If you see the Class D top says [-30]. The minus means up to but NOT including 3,000. Right near it you see the 110/30 which means Class B is 3,000-11,000 ft.

Correct. 1,300 feet MSL. [Remember the two zeros are chopped off. SFC means surface. Why is this important? Because you might need to do a job under the Class C shelf. If you don’t know this right off the top of your head, you are leaving money on the table. Remember that Class C operations require a waiver (COA). You need to be able to say quickly, “Yes, we can do that job” or “No, we can’t do that job and I’ll have to file a COA to fly in Class C airspace.” If you need help filing a COA in Class C, contact me.]

Wrong. 1,300 feet AGL. [It is NEVER AGL. There is a lot that can be said here, but if you want to know more, study out barometers and the different types of altitude.]

Wrong.  1,700 feet MSL.

Wrong. 1,300 feet AGL. [It is NEVER AGL. There is a lot that can be said here, but if you want to know more, study out barometers and the different types of altitude.]

Wrong.  1,700 feet MSL.

Correct. 1,300 feet MSL. [Remember the two zeros are chopped off. SFC means surface. Why is this important? Because you might need to do a job under the Class C shelf. If you don’t know this right off the top of your head, you are leaving money on the table. Remember that Class C operations require a waiver (COA). You need to be able to say quickly, “Yes, we can do that job” or “No, we can’t do that job and I’ll have to file a COA to fly in Class C airspace.” If you need help filing a COA in Class C, contact me.]

Correct. is required to receive ATC authorization. [Bingo. Why? Because the FAA ATC wants to make sure you can fly in certain locations. Pro tip: Look at the runway of the Class C airport in Figure 23.  The runways are North, South, East, and West. If you are flying in the “doughnut hole,” then you better know where the landing and departing traffic will be flying. Keep in mind that for some airports, especially at coastal airports, almost rarely use their northerly or southerly runways because the wind is almost always blowing east or west. You might be able to get a COA for those north or south areas of the airport easier. As always, if you need help getting one, contact me.]

Wrong.  must use a visual observer. [Nope. Only Part 107 FPV racers or 333 operators need a VO.]

Wrong.  is required to file a flight plan. [You don’t have to be on a flight plan to fly in Class C.]

Wrong.  must use a visual observer. [Nope. Only Part 107 FPV racers or 333 operators need a VO.]

Wrong.  is required to file a flight plan. [You don’t have to be on a flight plan to fly in Class C.]

Correct. is required to receive ATC authorization. [Bingo. Why? Because the FAA ATC wants to make sure you can fly in certain locations. Pro tip: Look at the runway of the Class C airport in Figure 23.  The runways are North, South, East, and West. If you are flying in the “doughnut hole,” then you better know where the landing and departing traffic will be flying. Keep in mind that for some airports, especially at coastal airports, almost rarely use their northerly or southerly runways because the wind is almost always blowing east or west. You might be able to get a COA for those north or south areas of the airport easier. As always, if you need help getting one, contact me.]

Correct. Class E. [You can tell this based upon the dashed magenta line which indicated E at the surface.]

Wrong. Class C.

Wrong.  Class G.

Wrong. Class C.

Wrong.  Class G.

Correct. Class E. [You can tell this based upon the dashed magenta line which indicated E at the surface.]

Correct. Yes, this is a Military Training Route from 1,500 feet AGL. [It is extremely important to know this so you can expect low-flying military helicopters flying this route. Some of which may be at 400ft or below. Here is what the AIM says: “(a) MTRs with no segment above 1,500 feet AGL must be identified by four number characters; e.g., IR1206, VR1207. (b) MTRs that include one or more segments above 1,500 feet AGL must be identified by three number characters; e.g., IR206, VR207.” What does this mean? They can ALWAYS be flying in your airspace.]

Wrong.  No, all operations will be above 400 feet.

Wrong. Yes, the defined route provides traffic separation to manned aircraft.

Wrong.  No, all operations will be above 400 feet.

Wrong. Yes, the defined route provides traffic separation to manned aircraft.

Correct. Yes, this is a Military Training Route from 1,500 feet AGL. [It is extremely important to know this so you can expect low-flying military helicopters flying this route. Some of which may be at 400ft or below. Here is what the AIM says: “(a) MTRs with no segment above 1,500 feet AGL must be identified by four number characters; e.g., IR1206, VR1207. (b) MTRs that include one or more segments above 1,500 feet AGL must be identified by three number characters; e.g., IR206, VR207.” What does this mean? They can ALWAYS be flying in your airspace.]

Correct. In the Charts Supplements U.S.  [This is the best answer. There is a section in the Chart Supplement for the Southwest for this specific restricted area.]

Wrong. In the Aeronautical Information Manual. [This will have only general information, not specific.]

Wrong.  In the Special Use Airspace area of the chart. [This is an answer but the chart supplement provides more information. The side portion of the sectional chart will give you information regarding altitudes, times, etc.]

Wrong. In the Aeronautical Information Manual. [This will have only general information, not specific.]

Correct. In the Charts Supplements U.S.  [This is the best answer. There is a section in the Chart Supplement for the Southwest for this specific restricted area.]

Wrong.  In the Special Use Airspace area of the chart. [This is an answer but the chart supplement provides more information. The side portion of the sectional chart will give you information regarding altitudes, times, etc.]

Correct.  Refer to the legend for special use airspace phone number. [Ok. This answer is wrong. You won’t be getting any telephone numbers here. You’ll get VHF frequencies on the side of the map where the MOAs are listed.   How do you find the MOAs on the side? This is annoying because most of you guys are using some type of digital map. This is how you find it on Skyvector. You make sure the sectional chart at the top right is clicked and then you move over all the way to the left and you’ll see a list of all the MOAs. This MOA is from 4000-17,999. For practice, let’s pretend that it goes all the way to the ground. We need to figure out if it is active. The 135.25 frequency won’t help because you’ll almost never get ahold of anyone with your handheld. This is how to figure out if it is active or not. You can either (1) Check to see if there is an active NOTAM on https://www.notams.faa.gov/dinsQueryWeb/ which has its own MOA tab, (2) check on https://pilotweb.nas.faa.gov/PilotWeb/ (3) call up 1-800-WX-BRIEF, or (4) call via phone the ARTCC over the area which would be Minneapolis Center. Here is the FAA web page to find the ARTCC phone numbers.  If you are interested in setting up flight programs and want a more comprehensive set of guidelines that includes this information and more, contact me.]

Wrong.  This information is available in the Small UAS database. [What? I don’t know what this means. There is no such thing.]

Wrong.  In the Military Operations Directory. [No such thing.]

Correct.  Refer to the legend for special use airspace phone number. [Ok. This answer is wrong. You won’t be getting any telephone numbers here. You’ll get VHF frequencies on the side of the map where the MOAs are listed.   How do you find the MOAs on the side? This is annoying because most of you guys are using some type of digital map. This is how you find it on Skyvector. You make sure the sectional chart at the top right is clicked and then you move over all the way to the left and you’ll see a list of all the MOAs. This MOA is from 4000-17,999. For practice, let’s pretend that it goes all the way to the ground. We need to figure out if it is active. The 135.25 frequency won’t help because you’ll almost never get ahold of anyone with your handheld. This is how to figure out if it is active or not. You can either (1) Check to see if there is an active NOTAM on https://www.notams.faa.gov/dinsQueryWeb/ which has its own MOA tab, (2) check on https://pilotweb.nas.faa.gov/PilotWeb/ (3) call up 1-800-WX-BRIEF, or (4) call via phone the ARTCC over the area which would be Minneapolis Center. Here is the FAA web page to find the ARTCC phone numbers.  If you are interested in setting up flight programs and want a more comprehensive set of guidelines that includes this information and more, contact me.]

Wrong.  This information is available in the Small UAS database. [What? I don’t know what this means. There is no such thing.]

Wrong.  In the Military Operations Directory. [No such thing.]

Correct.  3 statute miles. [I think this is trying to confuse the manned aircraft guys because visibility for Class G operations for manned aircraft is 1 mile of visibility and 3 for E airspace (starts at 700ft AGL around Plantation). Part 107 has visibility at 3 SM of visibility.]

Wrong. 5 statute miles.

Wrong. 1 statute mile.

Wrong. 5 statute miles.

Wrong. 1 statute mile.

Correct.  3 statute miles. [I think this is trying to confuse the manned aircraft guys because visibility for Class G operations for manned aircraft is 1 mile of visibility and 3 for E airspace (starts at 700ft AGL around Plantation). Part 107 has visibility at 3 SM of visibility.]

Correct. This is a VFR check point for manned aircraft, and a higher volume of air traffic should be expected there. [Lots of aircraft means greater chance for mid-air collision.]

Wrong.  This is a GPS check point that can be used by both manned and remote pilots for orientation.

Wrong.  This indicates that there will be a large obstruction depicted on the next printing of the chart.

Wrong.  This is a GPS check point that can be used by both manned and remote pilots for orientation.

Wrong.  This indicates that there will be a large obstruction depicted on the next printing of the chart.

Correct. This is a VFR check point for manned aircraft, and a higher volume of air traffic should be expected there. [Lots of aircraft means greater chance for mid-air collision.]

Correct. By obtaining a briefing via an online source such as: 1800WXBrief.com. [You could do this. I suggest reading my article on 5 Ways to Prove You Did a Pre-Flight Briefing.]

Wrong. By utilizing the B4UFLY mobile application. [That would be a nice feature but I don’t know how much money the FAA will put into this app. That app is more like an airspace for dummies app. Learn how to read charts so you know where you can legally fly to make more money.]

Wrong.  By contacting the FAA district office. [Nope. However, you should reach out to meet with these guys sometime. Let them know you are trying to be compliant and professional. Better to “set the stage” with that than if they come after you and remember you as the guy who did  _________.]

Wrong. By utilizing the B4UFLY mobile application. [That would be a nice feature but I don’t know how much money the FAA will put into this app. That app is more like an airspace for dummies app. Learn how to read charts so you know where you can legally fly to make more money.]

Wrong.  By contacting the FAA district office. [Nope. However, you should reach out to meet with these guys sometime. Let them know you are trying to be compliant and professional. Better to “set the stage” with that than if they come after you and remember you as the guy who did  _________.]

Correct. By obtaining a briefing via an online source such as: 1800WXBrief.com. [You could do this. I suggest reading my article on 5 Ways to Prove You Did a Pre-Flight Briefing.]

[METAR KLAX 121852Z 25004KT 6SM BR SCT007 SCT250 16/15 A2991

SPECI KMDW 121856Z 32005KT 1 1/2SM RA OVC007 17/16 A2980 RMK RAB35]

Correct.  Sky 700 feet overcast, visibility 1-1/2SM, rain. [Time, wind direction and speed, visibility in SM, clouds, Temperature/ dew point, altimeter in inches of mercury. It is almost always the same format. Just go through and find the two wrong answers.]

Wrong. Sky 7000 feet overcast, visibility 1-1/2SM, heavy rain. [This can quickly be eliminated because it is always two zeros after the end for the altitude of the base of the clouds. It would be 700, not three zeros to make 7000.]

Wrong.  Sky 700 feet overcast, visibility 11, occasionally 2SM, with rain. [Clever. Really clever. Looking at the other material, like LAX above which shows 6SM, that should have clued you in that the value for that place should be a number in statute miles.

[METAR KLAX 121852Z 25004KT 6SM BR SCT007 SCT250 16/15 A2991

SPECI KMDW 121856Z 32005KT 1 1/2SM RA OVC007 17/16 A2980 RMK RAB35]

Wrong. Sky 7000 feet overcast, visibility 1-1/2SM, heavy rain. [This can quickly be eliminated because it is always two zeros after the end for the altitude of the base of the clouds. It would be 700, not three zeros to make 7000.]

Wrong.  Sky 700 feet overcast, visibility 11, occasionally 2SM, with rain. [Clever. Really clever. Looking at the other material, like LAX above which shows 6SM, that should have clued you in that the value for that place should be a number in statute miles.

Correct.  Sky 700 feet overcast, visibility 1-1/2SM, rain. [Time, wind direction and speed, visibility in SM, clouds, Temperature/ dew point, altimeter in inches of mercury. It is almost always the same format. Just go through and find the two wrong answers.]

[SPECI KJFK 121853Z 18004KT 1/2SM FG R04/2200 OVC005 20/18 A3006]

Correct. 180° true at 4 knots. [This is how you remember if something is true or magnetic. “If it is in print, it must be true.” The only exceptions are for runways, VOR compass rose, and AWOS/ASOS headings when you call from a phone.]

Wrong. 180° magnetic at 4 knots.

Wrong. 040° true at 18 knots.

[SPECI KJFK 121853Z 18004KT 1/2SM FG R04/2200 OVC005 20/18 A3006]

Wrong. 180° magnetic at 4 knots.

Wrong. 040° true at 18 knots.

Correct. 180° true at 4 knots. [This is how you remember if something is true or magnetic. “If it is in print, it must be true.” The only exceptions are for runways, VOR compass rose, and AWOS/ASOS headings when you call from a phone.]

Correct. Propeller efficiency is decreased. [A high density altitude decreases the power output of a normal aspirated engine because there are less air molecules in the combustion. Most drones are electric so I’m taking this out of the equation. There are fewer air molecules flying over the wing (the propeller) which results in a decrease in lift.]

Wrong.  Propeller efficiency is increased.

Wrong.  Density altitude does not affect propeller efficiency.

Wrong.  Propeller efficiency is increased.

Wrong.  Density altitude does not affect propeller efficiency.

Correct. Propeller efficiency is decreased. [A high density altitude decreases the power output of a normal aspirated engine because there are less air molecules in the combustion. Most drones are electric so I’m taking this out of the equation. There are fewer air molecules flying over the wing (the propeller) which results in a decrease in lift.]

Correct. Poor visibility and steady precipitation. [Yes! stratiform clouds, smooth air, poor visibility in haze and smoke, and continuous precipitation.]

Wrong. Good visibility and steady precipitation. [It would be poor visibility].

Wrong.  Poor visibility and intermittent precipitation. [No intermittentent is more like unstable air that creates cumulonimbus clouds]

Wrong. Good visibility and steady precipitation. [It would be poor visibility].

Wrong.  Poor visibility and intermittent precipitation. [No intermittentent is more like unstable air that creates cumulonimbus clouds]

Correct. Poor visibility and steady precipitation. [Yes! stratiform clouds, smooth air, poor visibility in haze and smoke, and continuous precipitation.]

Correct.  Turbulence and showery precipitation. [Cumuliform clouds, turbulent air, good visibility, and showery precipitation are all characteristics of unstable air.]

Wrong. Poor visibility and smooth air. [Poor visibility and smooth air are characteristics of stable air.]

Wrong. Haze and smoke. [Haze and smoke are the causes of the poor visibility in stable air!]

Correct.  Turbulence and showery precipitation. [Cumuliform clouds, turbulent air, good visibility, and showery precipitation are all characteristics of unstable air.]

Wrong. Poor visibility and smooth air. [Poor visibility and smooth air are characteristics of stable air.]

Wrong. Haze and smoke. [Haze and smoke are the causes of the poor visibility in stable air!]

Correct. Smooth air, poor visibility, fog, haze, or low clouds. [A temperature inversion means some warm air on top of some cold air. The cold air underneath on the ground, along with a high relative humidity, means you are expecting fog in the cooler area. You should also check the METARS for the airports in the area as you will most likely have a temperature/dewpoint spread that is low. Example 12/10. The air will be smooth because there is little convection.]

Wrong.  Light wind shear, poor visibility, haze, and light rain. [The cold air underneath means you are not going to have much convection so light wind shear is a wrong answer.]

Wrong. Turbulent air, poor visibility, fog, low stratus type clouds, and showery precipitation. [Once again, you are going to have very little convection because of the cold air.]

Wrong.  Light wind shear, poor visibility, haze, and light rain. [The cold air underneath means you are not going to have much convection so light wind shear is a wrong answer.]

Wrong. Turbulent air, poor visibility, fog, low stratus type clouds, and showery precipitation. [Once again, you are going to have very little convection because of the cold air.]

Correct. Smooth air, poor visibility, fog, haze, or low clouds. [A temperature inversion means some warm air on top of some cold air. The cold air underneath on the ground, along with a high relative humidity, means you are expecting fog in the cooler area. You should also check the METARS for the airports in the area as you will most likely have a temperature/dewpoint spread that is low. Example 12/10. The air will be smooth because there is little convection.]

Correct. Pilot’s Operating Handbook or UAS Flight Manual. [I don’t know of any drone manufacturers who have created a manual which allows you to calculate the CG.  Manned aviation manuals have ways you can calculate so you don’t exceed CG limits. I think some of the reasons why the drone manuals don’t have them are because (1) the manufacturers are “toy” manufacturers who know little about aerodynamics, (2) they don’t want to waste money on something that isn’t required, and (3) the drones they sell can’t carry any payload so the CG is static.]

Wrong. Aeronautical Information Manual (AIM). [Great for general aviation info but bad for specific aircraft info.]

Wrong. Aircraft Weight and Balance Handbook. [This looks like a great answer but it isn’t. This handbook is helpful for studying for the test but won’t tell you anything about your specific aircraft.]

Wrong. Aeronautical Information Manual (AIM). [Great for general aviation info but bad for specific aircraft info.]

Wrong. Aircraft Weight and Balance Handbook. [This looks like a great answer but it isn’t. This handbook is helpful for studying for the test but won’t tell you anything about your specific aircraft.]

Correct. Pilot’s Operating Handbook or UAS Flight Manual. [I don’t know of any drone manufacturers who have created a manual which allows you to calculate the CG.  Manned aviation manuals have ways you can calculate so you don’t exceed CG limits. I think some of the reasons why the drone manuals don’t have them are because (1) the manufacturers are “toy” manufacturers who know little about aerodynamics, (2) they don’t want to waste money on something that isn’t required, and (3) the drones they sell can’t carry any payload so the CG is static.]

Correct. exceeds its critical angle of attack. [You aren’t going to be flying if you hit this angle no matter how fast you are going.]

Wrong.  exceeds the maximum speed. [You won’t stall at this speed. Your wings will pop off because of drag.]

Wrong.  exceeds maximum allowable operating weight. [This isn’t true. You can fly somewhat overweight all day long (not legally), but it isn’t going to cause your wings to stall or pop off. We care about flying overweight in turbulent air or when doing abrupt maneuvers that can over stress the aircraft and break it. This is why we have maneuvering speed in manned aircraft so we know what speed to keep our aircraft below so we don’t break it in the event of a full control deflection because the aircraft will stall before it exceeds its category limits for what the aircraft was certificated for.  There are no aircraft category G limits like manned aircraft. All Part 107 aircraft are not required to have an airworthiness certificate like manned aircraft. So flying a drone “overweight” isn’t the same as flying a certificated manned aircraft over the weight which might exceed category limits in a full control deflection.]

Wrong.  exceeds the maximum speed. [You won’t stall at this speed. Your wings will pop off because of drag.]

Wrong.  exceeds maximum allowable operating weight. [This isn’t true. You can fly somewhat overweight all day long (not legally), but it isn’t going to cause your wings to stall or pop off. We care about flying overweight in turbulent air or when doing abrupt maneuvers that can over stress the aircraft and break it. This is why we have maneuvering speed in manned aircraft so we know what speed to keep our aircraft below so we don’t break it in the event of a full control deflection because the aircraft will stall before it exceeds its category limits for what the aircraft was certificated for.  There are no aircraft category G limits like manned aircraft. All Part 107 aircraft are not required to have an airworthiness certificate like manned aircraft. So flying a drone “overweight” isn’t the same as flying a certificated manned aircraft over the weight which might exceed category limits in a full control deflection.]

Correct. exceeds its critical angle of attack. [You aren’t going to be flying if you hit this angle no matter how fast you are going.]

Correct.  the airplane is subjected to maneuvers other than straight and level flight.

Wrong. the CG is shifted rearward to the aft CG limit. [This wouldn’t increase load factor. If the airplane uses an elevator for pitch, this would actually DECREASE load factor.]

Wrong.  the gross weight is reduced. [Gross weight reduction would DECREASE load factor.]

Wrong. the CG is shifted rearward to the aft CG limit. [This wouldn’t increase load factor. If the airplane uses an elevator for pitch, this would actually DECREASE load factor.]

Wrong.  the gross weight is reduced. [Gross weight reduction would DECREASE load factor.]

Correct.  the airplane is subjected to maneuvers other than straight and level flight.

[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].

Correct. 38 pounds.

Wrong. 34 pounds.
Wrong. 47 pounds.

[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].

Wrong. 34 pounds.
Wrong. 47 pounds.
Correct. 38 pounds.

Correct. 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.]

Wrong. The aircraft is South.

Wrong.  The aircraft is West.

Wrong. The aircraft is South.

Wrong.  The aircraft is West.

Correct. 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.]

Correct. CT-118.2.  [This is the control frequency and also is the CTAF frequency.]

Wrong.  UNICOM 122.95

Wrong. ASOS 118.725.

Wrong.  UNICOM 122.95

Wrong. ASOS 118.725.

Correct. CT-118.2.  [This is the control frequency and also is the CTAF frequency.]

Correct. Garrison Airport. [Let’s make this simple. Ladder sounds kind of like latitude. You climb the ladder going north. (Keep in mind it is north only if you are in the Northern Hemisphere) For minutes, just think of them as tick marks. There is a box with 30 tick marks in it, a line, and then another 30 tick marks. Total you get 60 minutes. For longitude, also called meridians, think of the Prime Meridians running through Greenwich, England. Why is this useful? To figure out if the coordinates of the potential job site are in airspace which requires a COA. I use coordinates all the time when I’m working with my clients to figure out if they need a COA or not. Can your attorney do that?]

Wrong. Mercer County Regional Airport.  [This is definitely not even close. This airport is in the low minutes of 47 degrees North.)

Wrong.  Semshenko Airport. [Ah yes, this is a close private airport. You can tell it is private because of the Pvt. Careful measurements will let you know that this is not the airport]

Wrong. Mercer County Regional Airport.  [This is definitely not even close. This airport is in the low minutes of 47 degrees North.)

Wrong.  Semshenko Airport. [Ah yes, this is a close private airport. You can tell it is private because of the Pvt. Careful measurements will let you know that this is not the airport]

Correct. Garrison Airport. [Let’s make this simple. Ladder sounds kind of like latitude. You climb the ladder going north. (Keep in mind it is north only if you are in the Northern Hemisphere) For minutes, just think of them as tick marks. There is a box with 30 tick marks in it, a line, and then another 30 tick marks. Total you get 60 minutes. For longitude, also called meridians, think of the Prime Meridians running through Greenwich, England. Why is this useful? To figure out if the coordinates of the potential job site are in airspace which requires a COA. I use coordinates all the time when I’m working with my clients to figure out if they need a COA or not. Can your attorney do that?]

Correct. 122.8 MHz. [This is the CTAF].

Wrong. 122.05 MHz.  [This is the frequency to contact Boise Flight Service on.]

Wrong. 135.075 MHz.  [This is the AWOS, not the CTAF. You can check out the airport weather on this frequency. Would also be great to find out what the surface winds are blowing at that location.].

Wrong. 122.05 MHz.  [This is the frequency to contact Boise Flight Service on.]

Wrong. 135.075 MHz.  [This is the AWOS, not the CTAF. You can check out the airport weather on this frequency. Would also be great to find out what the surface winds are blowing at that location.].

Correct. 122.8 MHz. [This is the CTAF].

Correct.  500 feet AGL. [This is a very sneaky question. If you read carefully in the aeronautical chart user’s guide on page 12 it says, “Whenever possible, the FAA depicts specifi c obstacles on charts. However, in high-density areas like city complexes, only the highest obstacle is represented on the chart using the group obstacle symbol to maximize legibility.”]

Wrong. 399 feet MSL.

Wrong.  500 feet MSL.

Wrong. 399 feet MSL.

Wrong.  500 feet MSL.

Correct.  500 feet AGL. [This is a very sneaky question. If you read carefully in the aeronautical chart user’s guide on page 12 it says, “Whenever possible, the FAA depicts specifi c obstacles on charts. However, in high-density areas like city complexes, only the highest obstacle is represented on the chart using the group obstacle symbol to maximize legibility.”]

Correct. Authorization from ATC.  [This is Class E airspace going to the surface ASSOCIATED with an airport. The magenta dashes indicate this. Read my article on 107.41 for an in-depth discussion on E-extensions and E associated with an airport. The magenta halo indicates Class E airspace starts at 700ft. To convert to decimal points, you divide 60 (The number of tick marks per degree. Remember there are 30 tic marks per quadrant but two quadrants make up a degree.) by 10 and you’ll get 6 tick marks per .1   According to Part 107, you’ll need authorization to operate within Class E at the surface airspace. ]

Wrong. Authorization from the military. [This isn’t military airspace.]

Wrong. Authorization from the National Park Service. [There is no national park here.]

Wrong. Authorization from the military. [This isn’t military airspace.]

Wrong. Authorization from the National Park Service. [There is no national park here.]

Correct. Authorization from ATC.  [This is Class E airspace going to the surface ASSOCIATED with an airport. The magenta dashes indicate this. Read my article on 107.41 for an in-depth discussion on E-extensions and E associated with an airport. The magenta halo indicates Class E airspace starts at 700ft. To convert to decimal points, you divide 60 (The number of tick marks per degree. Remember there are 30 tic marks per quadrant but two quadrants make up a degree.) by 10 and you’ll get 6 tick marks per .1   According to Part 107, you’ll need authorization to operate within Class E at the surface airspace. ]

Correct. Chart Supplements U.S. [The parachute sign is next to the airport. Legend 1 clues you in to look at the chart supplement even.]

Wrong.  notes on the border of the chart.

Wrong. the Notices to Airmen (NOTAM) publication.

Wrong.  notes on the border of the chart.

Wrong. the Notices to Airmen (NOTAM) publication.

Correct. Chart Supplements U.S. [The parachute sign is next to the airport. Legend 1 clues you in to look at the chart supplement even.]

Correct. Class D airspace. [This is evidenced by the blue dashes. Technically, it also have some E at the surface airspace extensions which are marked by the dashed magenta lines.]

Wrong. Class B airspace.

Wrong. Class C airspace.

Wrong. Class B airspace.

Wrong. Class C airspace.

Correct. Class D airspace. [This is evidenced by the blue dashes. Technically, it also have some E at the surface airspace extensions which are marked by the dashed magenta lines.]

Correct. Private non-towered. [It is private because it has a big R on it. You can tell it is not towered because it is magenta and not blue.]

Wrong. Public towered.

Wrong.  Public non-towered.

Wrong. Public towered.

Wrong.  Public non-towered.

Correct. Private non-towered. [It is private because it has a big R on it. You can tell it is not towered because it is magenta and not blue.]

Correct. Unmarked balloon on a cable up to 3,008 feet MSL. [Keep in mind that if you are flying 4SM from the airport, you are within 4 nautical miles from the airport. Class D airports generally have a radius of 4NM. You would need an airspace waiver to operate in this area. Contact me if you need one! ]

Wrong. High density military operations in the vicinity.

Wrong. Unmarked balloon on a cable up to 3,008 feet AGL.  [It says MSL right on the sectional. Even if it didn’t, it would have to be MSL because pilots flying don’t have an accurate way of determining AGL and are using their aneroid barometers which is trying to put out an indicated altitude ball parkish to MSL.]

Wrong. High density military operations in the vicinity.

Wrong. Unmarked balloon on a cable up to 3,008 feet AGL.  [It says MSL right on the sectional. Even if it didn’t, it would have to be MSL because pilots flying don’t have an accurate way of determining AGL and are using their aneroid barometers which is trying to put out an indicated altitude ball parkish to MSL.]

Correct. Unmarked balloon on a cable up to 3,008 feet MSL. [Keep in mind that if you are flying 4SM from the airport, you are within 4 nautical miles from the airport. Class D airports generally have a radius of 4NM. You would need an airspace waiver to operate in this area. Contact me if you need one! ]

Correct. The degrees of latitude north and south from the equator. [Like you are climbing a later going up or down. Just remember which hemisphere you are in. 99% of you guys aren’t going below the equator so it will be north most of the time.]

 Wrong. The degrees of latitude east and west of the Prime Meridian. [This is partially true. It is correct to say degrees of latitude but incorrect to say west. Latitude goes north & south like you are climbing a latter.]

Wrong.  The degrees of latitude east and west of the line that passes through Greenwich, England. [Just answer A repackaged.]

Wrong. The degrees of latitude east and west of the Prime Meridian. [This is partially true. It is correct to say degrees of latitude but incorrect to say west. Latitude goes north & south like you are climbing a latter.]

Wrong.  The degrees of latitude east and west of the line that passes through Greenwich, England. [Just answer A repackaged.]

Correct. The degrees of latitude north and south from the equator. [Like you are climbing a later going up or down. Just remember which hemisphere you are in. 99% of you guys aren’t going below the equator so it will be north most of the time.]

Correct. the Chart Supplements U.S. (formerly Airport Facility Directory). [This will tell you all sorts of things. Ever wonder how you get the phone number of the airport manager to make phone calls if you are flying recreationally within 5nm of an airport? This is how!]

Wrong. Notices to Airmen (NOTAMS). [Um no. These will tell you SOME things about the airport.]

Wrong. Terminal Area Chart (TAC). [This map is a 2x zoomed in version of the sectional.]

Wrong. Notices to Airmen (NOTAMS). [Um no. These will tell you SOME things about the airport.]

Wrong. Terminal Area Chart (TAC). [This map is a 2x zoomed in version of the sectional.]

Correct. the Chart Supplements U.S. (formerly Airport Facility Directory). [This will tell you all sorts of things. Ever wonder how you get the phone number of the airport manager to make phone calls if you are flying recreationally within 5nm of an airport? This is how!]

Correct. 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.]

Wrong.  The FAA inspector-in-charge.  [Um. No. The FAA inspector is the person who investigates your goof up.]

Wrong. The lead visual observer.  [Nope. But this person is great for doing the “coffee & doughnuts” briefing.]

Wrong.  The FAA inspector-in-charge.  [Um. No. The FAA inspector is the person who investigates your goof up.]

Wrong. The lead visual observer.  [Nope. But this person is great for doing the “coffee & doughnuts” briefing.]

Correct. 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.]

Correct. Upon request of the Federal Aviation Administration.

Wrong.  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.]

Wrong.  The National Transportation Safety Board.

Wrong.  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.]

Wrong.  The National Transportation Safety Board.

Correct. Upon request of the Federal Aviation Administration.

Correct. Follow the manufacturer`s recommendations for safe battery handling.  [This is a “No-duh” type of answer.]

Wrong. Store the batteries in a freezer to allow proper recharging. [Cold temperature really goofs up charging and use of LIPO batteries. It would have been better for them to create a risk question and highlight that your flight times using a cold LIPO batter are much lower than in warmer conditions.]

Wrong.  Allow the battery to charge until it reaches a minimum temperature of 100 °C. [If CHARGING is making your batteries really warm, you should stop and try and figure out why they are getting this hot as you might have some type of failure that might lead to a failure. You also should consider charging your batteries in a safe place where if they catch on fire, you don’t goof up everything.]

Wrong. Store the batteries in a freezer to allow proper recharging. [Cold temperature really goofs up charging and use of LIPO batteries. It would have been better for them to create a risk question and highlight that your flight times using a cold LIPO batter are much lower than in warmer conditions.]

Wrong.  Allow the battery to charge until it reaches a minimum temperature of 100 °C. [If CHARGING is making your batteries really warm, you should stop and try and figure out why they are getting this hot as you might have some type of failure that might lead to a failure. You also should consider charging your batteries in a safe place where if they catch on fire, you don’t goof up everything.]

Correct. Follow the manufacturer`s recommendations for safe battery handling.  [This is a “No-duh” type of answer.]

Correct.  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.]

Wrong. 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.”]

Wrong. 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.”]

Wrong. 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.”]

Wrong. 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.”]

Correct.  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.]

Correct. The news station should recognize hazardous attitudes and situations and develop standard operating procedures that emphasize safety. [The hazardous attitudes would be an easy fix with the crew to help identify any hazards in the group. The SOP helps prevent pilots from forgetting things. SOPs are great at managing risk. What gets measured gets managed. There needs to be data gathered after the flights to find out how to best optimize the SOPs. Over time, the SOPs will be improved by identifying risks, implementing mitigations in the SOPs to counter those risks, and measuring the effectiveness of those mitigations. SOPs aren’t stagnant.]

Wrong.  The news station should implement a policy of no more than five crashes/incidents within 6 months. [But why 5? 5 crashes a year? A month? This is just a standard with no data behind it.]

Wrong.  The news station does not need to make any changes; there are times that an accident is unavoidable. [There is not enough information to know they do not need to make any changes. Maybe they have identified all the risks and attempted to mitigate them. Generally, you could and should be trying to do something to increase safety.]

Wrong.  The news station should implement a policy of no more than five crashes/incidents within 6 months. [But why 5? 5 crashes a year? A month? This is just a standard with no data behind it.]

Wrong.  The news station does not need to make any changes; there are times that an accident is unavoidable. [There is not enough information to know they do not need to make any changes. Maybe they have identified all the risks and attempted to mitigate them. Generally, you could and should be trying to do something to increase safety.]

Correct. The news station should recognize hazardous attitudes and situations and develop standard operating procedures that emphasize safety. [The hazardous attitudes would be an easy fix with the crew to help identify any hazards in the group. The SOP helps prevent pilots from forgetting things. SOPs are great at managing risk. What gets measured gets managed. There needs to be data gathered after the flights to find out how to best optimize the SOPs. Over time, the SOPs will be improved by identifying risks, implementing mitigations in the SOPs to counter those risks, and measuring the effectiveness of those mitigations. SOPs aren’t stagnant.]

Correct.  all phases of the operation. [“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.”]

Wrong.  the flight portion only. [This is wrong because the pre-flight portion and post flight portion need attention also for safety. Who checked on TFRs, weather, etc? Who charged the batteries? Who is going to charge the batteries and log the before and after voltages?]

Wrong.  the communications only. [Nope. Into everything when people are involved.]

Wrong.  the flight portion only. [This is wrong because the pre-flight portion and post flight portion need attention also for safety. Who checked on TFRs, weather, etc? Who charged the batteries? Who is going to charge the batteries and log the before and after voltages?]

Wrong.  the communications only. [Nope. Into everything when people are involved.]

Correct.  all phases of the operation. [“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.”]

Correct. Crew Resource Management. [CRM is really the effective use of all available resources: human, hardware, and information. This is highlighting the human portion.]

Wrong. Authoritarian Resource Management. [This isn’t even an FAA term.]

Wrong.  Single Pilot Resource Management  [This doesn’t even make sense in light of this question.]

Wrong. Authoritarian Resource Management. [This isn’t even an FAA term.]

Wrong.  Single Pilot Resource Management  [This doesn’t even make sense in light of this question.]

Correct. Crew Resource Management. [CRM is really the effective use of all available resources: human, hardware, and information. This is highlighting the human portion.]

Correct. Macho.  [You act macho to impress others.]

Wrong. Impulsivity.  [This is doing something quickly without thinking it out.]

Wrong. 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.]

Wrong. Impulsivity.  [This is doing something quickly without thinking it out.]

Wrong. 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.]

Correct. Macho.  [You act macho to impress others.]

Correct.. Impulsivity. [From PHAK, “This is the attitude of people who frequently feel the need to do something, anything, immediately. They do not stop to think about what they are about to do, they do not select the best alternative, and they do the first thing that comes to mind.”]

Wrong.  Machismo.  [It isn’t this one because you aren’t trying to prove yourself to be awesome.]

Wrong. Invulnerability. [Close. But it isn’t right. Invulnerability recognizes that the accident CAN happen, “but not to me.” Here there is NO recognition of the possibility of an accident being possible.]

Wrong.  Machismo.  [It isn’t this one because you aren’t trying to prove yourself to be awesome.]

Wrong. Invulnerability. [Close. But it isn’t right. Invulnerability recognizes that the accident CAN happen, “but not to me.” Here there is NO recognition of the possibility of an accident being possible.]

Correct.. Impulsivity. [From PHAK, “This is the attitude of people who frequently feel the need to do something, anything, immediately. They do not stop to think about what they are about to do, they do not select the best alternative, and they do the first thing that comes to mind.”]

Correct. 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.]

Wrong. 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.”]

Wrong.  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.]

Wrong. 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.”]

Wrong.  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.]

Correct. 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.]

Correct.  The operator should establish a scheduled maintenance protocol. [If you read AC 107-2 you would see they had a whole section on maintenance which should have clued you into this being a potential candidate for the correct answer]

Wrong. The operator should contact the FAA for a minimum equipment list. [The reason the FAA delegated inspecting the drone to the remote pilot in command is the FAA can’t keep up to speed on the drones. They aren’t going to have some MEL.]

Wrong.  The operator should contact the NTSB for component failure rates for their specific sUAS. [I guess you could do this but it seems like B is a way better answer.]

Wrong. The operator should contact the FAA for a minimum equipment list. [The reason the FAA delegated inspecting the drone to the remote pilot in command is the FAA can’t keep up to speed on the drones. They aren’t going to have some MEL.]

Wrong.  The operator should contact the NTSB for component failure rates for their specific sUAS. [I guess you could do this but it seems like B is a way better answer.]

Correct.  The operator should establish a scheduled maintenance protocol. [If you read AC 107-2 you would see they had a whole section on maintenance which should have clued you into this being a potential candidate for the correct answer]

Correct. 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.”]

 Wrong.  visual observer. [No responsibility here but it would be smart to have the VO checking things also.]

Wrong.  owner of the small UAS. [Smart but not required.]

Wrong.  visual observer. [No responsibility here but it would be smart to have the VO checking things also.]

Wrong.  owner of the small UAS. [Smart but not required.]

Correct. 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.” ]

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