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Up in the skies, we do not have roads, traffic signs, traffic lights, or any of the resources that allow us to have certain control over the traffic as we do on the ground.

Yet, there are times when we can see several aircraft operating at the same time, and we can see their contrails crossing one over the other. However, the number of accidents is minimal when compared to ground transportation.

So, how is that possible? The answer is thanks to airspace classes. If you want to learn more about them, keep reading and discover all the details.

What are airspace classes?

Airspace classes can be defined as the areas of airspace determined for aircraft to fly under specific conditions. In general, there are two categories, namely controlled airspace and uncontrolled airspace.

However, in the United States, the Federal Aviation Administration created what they call the National Airspace System to help air traffic services such as air traffic control ensure the safety of aircraft flying over the territory.

The National Airspace System includes two other categories apart from controlled airspace and uncontrolled airspace. These are special use airspace and others.

Moreover, it is relevant to mention that the main categories are divided into airspace classes identified by letters. For example, classes A, B, C, D, and E belong to the controlled airspace category, and Class G airspace belongs to uncontrolled airspace.

Image source: https://www.faa.gov/nextgen/equipadsb/research/airspace/

The letters represent the order from the most restricted areas to the least restricted ones for the controlled airspace classes. These are the classes that are subject to air traffic control regulations.

All pilots must learn the rules associated with each airspace. Depending on the class of airspace, there are weather conditions that must be met to fly according to Visual Flight Rules. Classes A, B, C, D, and E all have separate rules on visibility and mandatory cloud clearing. Pilots study the weather limits and other regulations for each class of airspace in an attempt to maintain the safety of travel.

With this in mind, let's get into the details of each of the classes in the controlled airspace category first.

Class A airspace

Class A airspace typically starts at 18,000 feet, means sea level or MSL, and covers up to 60,000 feet to what is called "flight level 600".

Operation in Class A requires the Instrument Flight Rules to be in place, and it usually sees the higher-performance airplanes from both airlines and cargo operators flying in it.

Class B airspace

Class B airspace refers to the space around the most active airports in America measured from the ground to 10,000 feet MSL.

The class B airspace comprises different layers with thicknesses and forms adapted to the airspace requirements depending on the specific case. Class B airspace layers usually become bigger or broader the higher the aircraft flies.

To operate in a Class B airspace, flights must receive clearance from Air Traffic Control (ATC), and pilots must follow any further instructions. Of course, regulations are very strict in this class because air traffic control needs to deal with a lot of traffic.

Class C airspace

Class C airspace is similar to class B in the fact that this airspace involves the surroundings of some airports. The main difference is that these airports are not as busy as those defined as having class B airspace around. The main characteristics here are that the airports must have operational control towers and radar approach control.

Class C airspace is measured from the ground to 4,000 feet up above the elevation of the airport, and it is usually divided into two layers.

The first layer is generally called the inner circle, which is about 5 nautical miles, and the second layer, called the outer ring, is around 10 nautical miles and starts from 1,200 feet of altitude to the top at 4,000 feet, as was mentioned above. However, the layers are adapted to each specific case as it happens with class B airspace.

Constant communication with ATC is required when entering and operating within this airspace class.

Class D airspace

We mentioned before that the letters used to define the airspace classes also refer to the level of restriction. So, we have spoken about the most restrictive ones already, classes A, B, C.

Now, class D airspace can be seen as less restricted airspace because class D airspace is found around smaller airports that are not the busiest airports in the region but still have a control tower.

Starting from the surface up to 2,500 feet above airport elevation, the layers are also adapted to each individual case. Two-way communications are necessary prior to and during the use of class D airspace.

Class E airspace

Class E airspace is a particular type of controlled airspace. It is said that most American airspace is classified as Class E airspace since it involves all airspace that does not fall in any of the previous classes.

Control levels in Class E airspace are designed in accordance with aircraft flying under Instrument Flight Rules (IFRs), and the aircraft flying under Visual Flight Regulations (VFRs) generally are able to maneuver freely within this airspace class.

Given its nature, there are different configurations for class E airspace. For example, within CONUS (The contiguous United States), it usually starts at 1,200 feet above ground level (AGL) extends up to 18,000 MSL, and aircraft flying at 10,000 feet MSL and above are required to use Automatic Dependent Surveillance-Broadcast or ADS-B. However, it may start at around 700 feet AGL in some areas.

Class G airspace

Class G airspace is uncontrolled airspace and is the portion of airspace that does not fall in any of the previous classes.

Class G runs from a surface to the starting point of the overlying airspace, usually class E. Here, air traffic control has no authority nor responsibility within this class, so pilots can basically do what they want as long as they adhere to the Visual Flight Rules minimum requirements and avoid things like low-altitude aerobatics or conducting activities that may pose a hazard to people or objects on the ground.

Many American airports fall under class G airspace since they have no controls. Therefore, pilots must use the onboard radio to coordinate take-off and landing operations with other aircraft within the area.

Special Use Airspace

Airspace may be limited to particular activities, or aviation activities may be restricted in certain areas. Those are known as "special use airspace" or "special operation areas".

In other words, special use airspace, also known as Special Area of Operation or SAO, is defined as the airspace that requires to be limited for certain operations.

The main special use airspace areas include prohibited, Military Operations Areas (MOAs), restricted, warning zones, alert areas, and Controlled Firing Areas (CFAs).

Let's take a look at some of them.

Prohibited areas

This is a section that prohibits flights for non-authorized aircraft. These areas are often created to ensure the security or other important factors related to national safety. These areas are listed in the US Federal Register and on an aeronautical chart.

Popular prohibited areas include Camp David and the National Mall over the White House and Congress buildings. When viewed on the chart, you will see the designations with "P" together with a number. You should always be aware of prohibited locations on your route.

Military Operations Areas

A Military Operations Area is an airspace designated for training military pilots. MOAs create vertical and horizontal airspace to separate IFR from military training flights.

While IFR traffic may be cleared through MOA, it is only possible when the ATC allows the IFR to be separate from the military operations. When the separation is not possible, redirection of the IFR traffic applies.

Also, traffic flying under VFR may be allowed into MOA, but it is recommended to avoid this situation.

Restricted areas

There are areas where the operation could potentially pose risks to aircraft, and these are frequently linked with military operations. However, the restricted area is not necessarily an MOA, so flying through these areas may be possible.

However, while it is possible for an aircraft to fly on these locations, it requires approval and confirmation that any military action is not taking place.

The risk is significant if access is done without authorization, and the hazards may include things like artillery firing and aerial gunnery.

Warning zones

Warning zones act the same as restricted areas. Essentially the United States does not possess a single jurisdiction.

These locations usually extend from 3 NM to the coast of the United States and involve areas where operation can be dangerous to non-participating aircraft.

The main purpose is to alert pilots about possible dangers. Warning zones can be located in international waters too, and they are marked with a W.

Alert areas

Alert areas are those involving a lot of flight training or where unusual aerial activity may be found.

While aircraft that are not part of the activity may be allowed in this space, pilots must be aware that training may occur at this time. In addition, the prevention of collisions is equally the responsibility of both parties, those entering and exiting the alert zone.

Alert areas may appear on an aeronautical chart with the letter A followed by a number.

Controlled Firing Areas

Also called CFAs, these are areas in which potentially dangerous activity is possible. However, they do not appear anywhere on any chart, and the activities can be stopped immediately when a non-interventional aircraft appears in the radars or is identified by ground or airborne cameras.

No non-participative aircraft need to alter its course when flying through CFAs.

Other airspaces

Finally, while there is no such thing as class F airspace, other airspace classifications exist.

Standard airspace classifications in this category include Air Defense identification zones (ADIZ), Terminal Radar Service Area (TRSA), parachute jump aircraft operations, Military Training Routes (MTR), Temporary Flight Restrictions (TFR), National Security Areas (NSA), among others.

Keep in mind that if you want to become a pilot, it is important to learn all about them. But do not worry, although they seem to be many, they are simpler than you think.

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Airspace classes can be defined as the areas of airspace determined for aircraft to fly under specific conditions.

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Needing a Part 107 study guide to help really focus on what needs to be studied so you can pass on the first try? Tired of finding outdated study material?

Look no further.

I created this free Part 107 test study guide to help my clients and the drone community based on my experience as an FAA certificated flight instructor and aviation attorney.

The FAA compiled a list of many references in the final airmen certification standards for the remote pilot knowledge exam and FAA-created study guide. Unfortunately, they did NOT include everything you need or would find helpful. Below I have included the material the FAA suggested you study along with extra items that the FAA should have included, which are in the bold text, that I added.

Table of Contents of Article

First Time Test Taker Study Guide

I want to emphasize after you pass your test, you should be looking for quality mentorship for the long term. Being a professional is not just about passing a test. If you are looking to be mediocre, I suggest you go to another industry and do us all a favor. It should be about learning the material how to apply it properly in practice. Passing the Part 107 exam is merely the key to unlocking the door to begin your journey into aviation, not a certificate saying you have arrived. To re-emphasize, once you pass your test, go find a competent flight instructor who can help you apply the knowledge you will learn to real-life situations so you can be profitable, legal, and safe.
Disclaimer: You aren't guaranteed to pass the test based on this material.
Step 1. Read all the steps.

Step 2. Sign up for the test. Instructions on signing up for the test and getting your pilot license are here. You should pick a date based on how much time you have in relation to how much material you need to go through. Estimate you have about 550-600 pages of studying to do. It's hard to estimate this exactly seeing that some of the topics are web pages that just scroll for a while.

Step 3. Learn about the Airmen Certification Standards (ACS) and read over Part 107 ACS.

Step 4. Start studying the material below.

Step 5. Once you are done or feel competent. Take the sample test here that uses FAA-created questions. For your deficient areas, go over those particular areas in the ACS.

Step 6. In the final stretch of time, study Areas I, II, and V from the ACS since both of those areas will make up the majority of the test.

Step 7. After you passed your test, you should be looking for quality mentorship for the long term. Being a professional is not just about passing a test. If you are looking to be mediocre, I suggest you go to another industry and do us all a favor. It should be about learning the material how to apply it properly in practice. Now go find a competent flight instructor who can help you apply the knowledge you learned to real-life situations so you can be profitable, legal, and safe.

Tips For While You Are Studying

You will be able to take the test with the Airman Knowledge Testing Supplement for Sport Pilot, Recreational Pilot, and Private Pilot which is a great resource. There are two reasons why you should look for this supplement and know what is in it: (1) there are helpful legends that will be great for answering sectional map questions and (2) many questions on the test will reference some of the figures in this supplement. At the end of your studying, you should skim through and ask yourself questions based on the numbered areas on the sectional charts.

See a term you don't know in the ACS? Look it up in the glossary of the Pilot's Handbook of Aeronautical Knowledge (PHAK) to see what the term means in a short statement. Want to learn more about the term in the ACS? Look up the term in the index of the PHAK and/or Aeronautical Information Manual (AIM) which will tell you where to find more information.

Hit ctrl + f and type in the word to search through the information rapidly.

Free Material to Start Studying

The FAA compiled a list of references in the final ACS and FAA study guide. Unfortunately, they did not include everything you need or would find helpful. Below I have included the extra items that the FAA should have included, which are in bold text.

I find it interesting the FAA did not note anything about Part 830 or the NASA Aviation Safety Reporting System (ASRS). Both of those programs are focused on safety while the FAA's accident reporting requirement in Part 107 is focused on safety and enforcement. A pilot needs to know both of these programs. I find it also interesting the FAA didn't mention anything about the NASA ASRS which is there for the pilot's benefit, not the FAA's, regarding enforcement actions. Let that sink in for a second. This shows the importance of why you need to have a good aviation attorney in your corner to look after you, as the FAA won't. Read What Do I Do After I Crash My Drone?

The total number of regulations and pages is very large. I chopped it up into what pieces of material you should know in entirety and what you should pick pieces and parts of based upon the ACS.

The total test will be 60 questions and you will have 2 hours to complete it. The minimum passing score is 70% which is a maximum of 18 questions wrong or a minimum of 42 questions right.

If there are any errors or broken links in here, for the greater good of everyone studying, let me know so I can correct them and inform everyone.

14 CFR Part 91 Sections Referenced in Part 107.

FAA-H-8083-24

Small Unmanned Aircraft Systems Operating Handbook (FAA-H-8083-24) (availability to be determined (TBD))

Articles I wrote that will help you understand some of the areas you need to know for the test. (12 web pages total)

Things you should NOT Read in Entirety but ONLY the relevant sections I list or ctrl +f the term in the document for the relevant sections. (The AC00-06, AIM, RMH, PHAK points came from the Knowledge Test Guide Pages 12-16)

Aeronautical Chart User's Guide

Aeronautical Chart User's Guide (30 pages)

FAA-H-8083-28

Aviation Weather Handbook (94 pages)

Thunderstorms (22-1 through 22-21) (22 Pages)

Winds / Currents (10-1 to 10-18) (19 Pages)

Density Altitude (8-6 to 8-10) (5 pages)

Effects - Temperature (5-1 through 5-12) (13 pages)

Effects - Frost Formation (21-5. 1 page)

Effects - Air Masses and Fronts (Section 11-1 through 11-11 - 12 pages)

Terminal Aerodrome Forecast (TAF) (27-7 through 27-21) (22 pages)

AIM

Aeronautical Information Manual (54 pages. I'm estimating these pages because they are all online now and not in a PDF with pages).

General Airspace (3-1-1 through 3-5-10 - 26 pages?)

Authorization for Certain Airspace

Airport Operations (4-3-1 through 4-3-4 - 4 pages)

Aeronautical Charts (9-1-1 through 9-1-4 Don't read past Caribbean VFR aeronautical charts. - 3 pages)

Radio Communications - Non-towered & Towered (4-2-1 through 4-2-8 6 pages)

Traffic Patterns

Traffic Advisory Services

Phonetic Alphabet

Scanning / See and Avoid (4−4−14 & 8−1−6 - 4 pages)

NOTAMs (5−1−3 - 6 pages)

Temporary Flight Restrictions (3−5−3 Overlap)

Hyperventilation (8−1−3 - 1 page)

MOA (3−4−5 Overlap)

Sources - Weather Briefings / Sources (7−1−2 - 1 page)

Prescription and OTC Medications (8−1−2 - 3 pages)

FAA-H-8083-2B

Risk Management Handbook

· Situational Awareness (2 pages)

FAA-H-8083-25

Pilot's Handbook of Aeronautical Knowledge (76 Pages)

Loading/Performance - Balance, Stability, Center of Gravity (Pages 5-33 through 5-43 - 11 pages)

Aeronautical Decision Making - Crew Resource Management (Pages 2-4 through 2-32 29 Pages)

Aviation Routine Weather Reports (METAR) (13-6 through 13-8 - 3 pages)

Military Training Routes

Other Airspace Areas (15-4 through 15-7 - 4 Pages)

Reading a Chart

Aeronautical Charts (14-3, 16-2 through 16-7 - 7 pages)

Informational Sources (1-9 through 1-12 4 pages)

Terminal Aerodrome Forecasts (TAF) (13-9 - 1 page)

Hazardous Attitude (Page 2-4 through 2-6 - 3 Pages)

Crew Resource Management (2-4 - 1 page)

Situational Awareness (2-24 1 page)

Effective Scanning (17-23 1 page)

Drugs and Alcohol (17-15 through 17-18 - 4 pages)

Effects - Atmospheric Stability and Pressure (12-12 through 12-17 - 6 pages)

Effects - Temperature

Weather Briefings / Sources (13-5 1 page)

Prescription and OTC Medications

FAA-CT-8080-2H

Airman Knowledge Testing Supplement for Sport Pilot, Recreational Pilot, and Private Pilot

Know how to use the two legends. Pages 1-19. This supplement will be provided to you when you take the test. If they do not, ask for it.

Know all the terms in Figure 1. (Look these terms up in the PHAK)

Figure 2 - Know how to use.

Figure 12- Decode these and study them. You should know how to read these for the real world, not just memorize these so you can pass the test.

Figure 13 - You should read over this and know what information is important for you as a drone pilot and what is not.

Figure 15 - This is important to know so you can plan operations.

Figure 55 - Picture 3 and 7. This is how pilots dance at parties. After the party, if you ever have a flag and you need to hide it so it doesn't get stolen at an airport, a great place to hide it is under the tail of an airplane. See Picture 4.

Study Figure 20-26, 59, 69-71, 74-76, 78, 80

Decode 31, 52, 63, 77, 79, 81,

Test Taking Tips

USE THE SUPPLEMENT LEGEND! A bunch of the questions on your test will be answered right by the legend in the supplement. You CAN refer to this while in the test. Make sure the test proctor gives you the correct one that is up to date prior to going into the test. I heard of one horror story where the person had an old one so the questions didn't match up. Make sure you have a current one!

Go with the "spirit of the question," not the letter of the question. Try and figure out what the FAA is trying to test you on. When I took the test, I remember a few questions that looked like they were written by someone who was up at 2 AM trying to crank out tons of questions. If you are stumped, then ask yourself, "What is the guy up at 2 AM in the morning trying to test me on?"

Always keep in mind how the answers can answer OTHER questions. If you don't know the answer, or eliminate the wrong ones, keep moving on. Sometimes the questions and answers further down will provide you with the answers to the one you are having trouble with. When I took the test, I noticed that there were two questions that were very similar in topic. One of the questions had two really dumb answers which basically gave away the correct answer. If you knew nothing about the topic, just using common sense to eliminate the two bad answers, you could have used the correct answer to answer the first question.

Brain dump everything immediately onto your scrap paper when you start the test. You want to write down everything you think you will forget on a scrap piece of paper. Just dump it all out and any pictures and diagrams you have up in your head.

Try and answer the question BEFORE you read the answers so you don't get tricked. The FAA likes to create answers where one is a slight "one-off" from the correct answer. By reading the answers, you can introduce doubt. For example, Federal Aviation Administration or Federal Aviation Agency? Which is it? They both seem like good answers. Is it MSL or AGL?

Eliminate the wrong answers. You don't have to always find the correct answer, just the wrong ones.

Read the test question AND answers carefully. I cannot over-emphasize this.

Sleep and eat well. I would just sleep 8-10 hours. Take the test around 10AM-12PM. This way you aren't rushed and can miss rush hour traffic as you drive there.

Having Trouble Learning the Material?

All the material you need to pass the remote pilot knowledge exam is on this page. To help speed up the learning process, I've been creating online training courses for the sister company Rupprecht Drones. Some people want to learn quickly or don't have to read so I created online courses to meet their needs that are on Rupprecht Drones. I'm planning on creating many more online courses to help individuals quickly learn the material for the remote pilot knowledge exam so frequently check-in. These courses also are great for company training and recurrent training to keep the pilots and crew proficient. The courses on Rupprecht Drones are:

- Part 107 Regulations Online Training Course. 40 videos and 35 quizzes totaling to over 100 questions for the entire course!

- Night Operations Online Training Course. This training is designed to help you identify the hazards associated with night flying, their appropriate remedies, and the physiological conditions which may degrade vision.

This is Part of a Part 107 Series of Articles.

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Free Part 107 Test Study Guide For FAA Remote Pilot Airmen Certificate

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Part 107 Test Study Guide made by flight instructor/aviation attorney. Links to 65 sample test questions explained & 24 new practice questions. All regulations.

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FAA Part 107 Study Guide [How To Read Sectional Charts]

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High Density Altitude Explained + 6 Questions | FAA Part 107 Exam Practice

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There are 6 different classifications for airspace and each of them have a different way of being marked on a sectional chart. In this article, were going to walk through the different classes of airspace.

This looks confusing at first, but breaking each airspace down and understanding it's parts make reading the sectional pretty easy.

There are also 'special use', like Military Operation Areas, Controlled Firing Areas, erc and 'other airspace', like Temporary Flight Restrictions, Military Training Routes, Parachute Jump Aeras, erc. Knowing what airspace you're flying in is important - but checking a map to see if there are any special conditions are also important.

In this article, were only going to be looking at the different classifications of airspace. If you have any questions about airspace, join our Drone Community Facebook Group and ask!

Here is the airspace legend from the sectional chart that are going to be covering in this article.

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Sectional Chart Airspace Classification Overview

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There are 6 different classifications for airspace and each of them have a different way of being marked on a sectional chart. In this article, were going to walk through the different classes of airspace. This looks confusing at first, but breaking each airspace down and understanding it's parts make reading the sectional pretty easy.

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SkyVector: Flight Planning / Aeronautical Charts

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Make your Flight Plan at SkyVector.com. SkyVector is a free online flight planner. Flight planning is easy on our large collection of Aeronautical Charts, including Sectional Charts, Approach Plates, IFR Enroute Charts, and Helicopter route charts. Weather data is always current, as are Jet Fuel Prices and avgas 100ll prices.

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The National Airspace System is divided into slices that are described as an upside-down birthday cake. In each place, the rules are different. You must know how to identify what airspace you are flying in prior to going to the site to determine what is required of you.

Notes

1. There are two kinds of altitude: AGL and MSL - Above Ground Level and Mean Sea Level. In aviation, both are used. You need to know when.

2. On a sectional chart, MSL is used. For drone operations, AGL is used. To translate MSL to AGL, you need to know the elevation you are at. Most of the time, the nearest airport will suffice. The airport elevation is in the Airport Facilities Directory, which we will discuss soon. So, for example, Class C airspace in Lincoln is controlled from the surface to 5,200 MSL. The Lincoln airport elevation is 1,200 feet above sea level. So Class C airspace extends from the surface to 4,000 feet AGL, or 3,600 feet higher than you can fly legally.

3. Class A airspace starts at 18,000 MSL. You do not need to know about Class A airspace, other than to know it exists and you can not fly in it.

4. Class B airspace surrounds the busiest airports in the country. Think Atlanta, Chicago, New York, Washington DC, Dallas, LA, San Francisco. If you change planes at that airport, it's likely a Class B airport. For drone operators, the Class B airspace that governs operators extends 5 miles from the Class B designated airport. For aircraft pilots, the Class B designation extends 30 nautical miles from the airport above 10,000 feet, and requires special training to enter and permission from Air Traffic Control (ATC) to enter.

5. Class C airspace surrounds the next level of airport. Think of places like Omaha and Des Moines - places with commercial jet traffic but not busy hubs. The surface control zone that includes drone operators extends 5 miles from the airport in all directions. Outside of 5 miles, the Class C control zone extends to 10 miles from the airport above 1500 feet AGL, which is more than 1000 feet higher than an operator is allowed to fly legally.

6. Class D airspace generally extends less than 5 miles from the airport up to 2,500 feet AGL, and is reserved for airports with a partially operating control tower or no operating control tower.

7. Class E airspace is airspace that is either overlying Class G (or uncontrolled) airspace above 700 AGL or 1200 AGL, or airspace above an airport that has no tower but does have an instrument approach procedure for manned aircraft.

8. Class G airspace is the airspace we will most often work in. In areas near airports but not in surface control zones, Class G airspace extends to 700 feet AGL, which encompasses all of the 400 feet AGL drone operators can fly in. If the airspace is outside of 5 miles from an airport, and it is not designated with a restriction for some other reason, it is Class G airspace in the places where drone operators can fly.

Reading a sectional chart

Each sectional chart has a chart legend, which is useful.

And the most important is the airspace markers on the sectional.

Class B = solid blue

Class C = solid purple

Class D = dotted blue

Class E (surface) = dotted purple

Class G = fuzzy purple

Only the inner circle in Class B or Class C airspace goes to the surface. How do you know? The fractions. Each class B and C airspace will have markers that look like fraction that tell you what the floor (the denominator) is as well as the ceiling (the numerator).

Other airspaces:

Prohibited areas. No flights are allowed, generally for national security reasons.

Restricted areas. Flight is not prohibited, but requires additional levels of permissions to fly there. Generally they are areas where the military conducts exercises hazardous to aircraft.

Military operations areas. MOAs are designated on the sectional chart with purple hashing, and again on the back of the sectional. MOAs are only active during certain times, and those times are designated on the sectional. Also included is the controlling agency in which to ask for permission.

Alert areas. Must be vigilant.

Military Training Routes. Denoted on a sectional chart as IRXXXX and VRXXXX. They are routes where the military conducts training flights at lower altitudes and at high speeds. If the route is all below 1500 feet AGL, the route will have a four-digit number, ex. VR1205. If one or more of the segments are above 1500 feet AGL, it will have three digits, ex. VR207. What do they mean? They mean extra vigilance. You can fly there, but you have to be extra cautious.

The AFD

The FAA publishes a book of information about each and every airport in the United States. It's now called the Chart Supplements US, but most pilots know it as the AFD - the Airport Facilities Directory. The digital version is here. Airports are found through their formal airport code designation, and most will begin with the letter K. Lincoln, for example, is KLNK. Omaha is KOMA.

The AFD is most useful for finding out what elevation an airport is at. That's how you can convert MSL to AGL.

Airspace Operational Requirements
Basic weather minimums
Each airspace classification has a set of weather minimums that manned pilots must comply with. UAS pilots, under Part 107, have a much more simplified weather minimums:

3 statute miles or greater visibility

Minimum cloud distances: 500 feet below, 2,000 feet laterally.

In certain airspaces, manned aircraft can fly with lower visibility levels. You can not. These are the only weather minimums listed in Part 107. Practically speaking, wind, temperature and precipitation will have a significant impact on your operations. You should refer to your manufacturer's manual or the Drone Journalism Lab Operations Manual for more information.

ATC clearances

To fly in controlled airspace, you need to get permission from ATC. How this is done isn't set in Part 107. How it currently works is a system called LAANC - Low Altitude Authorization and Notification Capability. Most access is granted through smartphone apps - the FAA has one, and it's terrible. You apply to fly in a location, specifying altitude and duration. You provide a name and a phone number and the FAA text you if you have permission. It takes seconds and is free.

Maximum altitude limit

Under Part 107, all UAS flights must stay at or below 400 feet AGL unless they are close to a tall structure. Then they can go to 400 feet above the structure. Under certain circumstances, ATC may require a lower ceiling to ensure safety. For example: 400 feet above the Nebraska Capitol is 800 AGL and can be in a busy airway for manned aircraft on certain days. You may not get ATC permission for that altitude, even though it is Part 107 compliant.

Operations near airports

Part 107 is clear that you may not interfere with airport operations. In AC 107, the FAA elaborates:

In order to avoid interfering with operations in a traffic pattern, remote PICs should avoid operating in the traffic pattern or published approach corridors used by manned aircraft. When operational necessity requires the remote PIC to operate at an airport in uncontrolled airspace, the remote PIC should operate the small UA in such a way that the manned aircraft pilot does not need to alter his or her flightpath in the traffic pattern or on a published instrument approach in order to avoid a potential collision. Because remote PICs have an obligation to yield right-of-way to all other aircraft and avoid interfering in traffic pattern operations, the FAA expects that most remote PICs will avoid operating in the vicinity of airports because their aircraft generally do not require airport infrastructure, and the concentration of other aircraft increases in the vicinity of airports.

Miscellaneous hazards

Avoid flight beneath unmanned balloons. They often have tethers or hard-to-see wiring beneath them. Areas with frequent balloon operations are marked on the sectional chart.

Flying near wires requires a substantial degree of caution and risk awareness. Wires can be difficult to impossible to see, so great care must be taken when flying near radio towers or high capacity electrical lines. Areas with tall towers are marked on the sectional.

Should go without saying, but windmills are also a significant hazard to your drone. Wind farms are also marked on the sectional.

NOTAMS

A NOTAM is a Notice To Airmen that alerts a pilot to something that could affect flight. Most often, they are issues with airport equipment, which will not affect you. But you need to check them to make sure it is safe to fly.

NOTAMs can be found through a web interface, through various commercial apps and through a Flight Services briefing, either by phone or online.

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The National Airspace System is divided into slices that are described as an upside-down birthday cake. In each place, the rules are different. You must know how to identify what airspace you are flying in prior to going to the site to determine what is required of you.

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What is a Temperature Inversion? - For Student Pilots

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FAA rules apply to the entire National Airspace System -- there is no such thing as "unregulated" airspace. Drone operators should be familiar with the difference between controlled and uncontrolled airspace, and where you can legally fly. Controlled airspace is found around some airports and at certain altitudes where air traffic controllers are actively communicating with, directing, and separating all air traffic. Other airspace is considered uncontrolled in the sense that air traffic controllers are not directing air traffic within its limits.

In general, you can only fly your drone in uncontrolled airspace below 400 feet above the ground ( AGL). Commercial drone operators are required to get permission from the FAA before flying in controlled airspace. Learn more about the rules for Certificated Remote Pilots and commercial operators on Flying Drones Near Airports (Controlled Airspace) - Part 107.
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Read more about controlled and uncontrolled airspace, as well as the different classifications of controlled airspace in the Pilot's Handbook of Aeronautical Knowledge in chapter 15 (see page 377).

Remember, there are thousands of private pilots who fly in both controlled and uncontrolled airspace at various altitudes, and they usually cannot see your drone until it's too close for comfort. Drone operators are responsible for staying away from manned aircraft, not the other way around!

Last updated: Monday, August 30, 2021

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FAA rules apply to the entire National Airspace System -- there is no such thing as "unregulated" airspace. Drone operators should be familiar with the difference between controlled and uncontrolled airspace, and where you can legally fly. Controlled airspace is found around some airports and at certain altitudes where air traffic controllers are actively communicating with, directing, and separating all air traffic.

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FAA PART 107 Flashcards

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YouTube Video question example

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Part 107 Test Prep: Latitude and Longitude on Sectional Charts

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FAA Part 107 Study Guide [Latitude & Longitude on a Sectional Chart]