Part 107 practice questions

Practice questions are the most misused study tool in Part 107 preparation. Used properly they tell you which knowledge area will fail you while there is still time to fix it. Used badly they train pattern recognition on a specific bank, produce a comfortable score, and collapse the moment the exam rephrases something. The difference is entirely in how you work them.

Everything below is written in the style of the exam rather than copied from it. The FAA does not publish the live question pool and anybody claiming to have it should make you suspicious of the rest of their material. What is reproducible is the shape: three answer options, one clearly correct, two that are plausible if you half-know the rule.

For a question bank with worked answers

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ASA Remote Pilot Test Prep

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The reason to pay for a test-prep book rather than collecting free questions online is that its bank comes with explanations tied to the knowledge area, so a wrong answer sends you to the right chapter instead of to a forum argument. It is arranged the way the exam is arranged, which is the part that free scattered questions cannot give you.

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If the explanations need to be plainer Drone FAA 107 License Study Guide $29 Plain-language study guide

Regulations

Question. A remote pilot in command is planning an operation and the aircraft, with its camera and a spare mounting plate fitted, weighs 53 lb at takeoff. Under Part 107, is this operation permitted?

Answer. Yes. Part 107 applies to small unmanned aircraft weighing less than 55 lb including everything aboard at takeoff. At 53 lb the aircraft is inside the limit. The trap here is candidates who remember 55 lb as the aircraft weight rather than the total takeoff weight, and who then think a payload pushes it outside the rule when it does not.

Question. During a commercial flight the aircraft strikes a parked vehicle, causing damage estimated at $700, with no injuries. What is the reporting obligation?

Answer. The accident must be reported to the FAA within the prescribed short window, because the damage to property other than the aircraft exceeds the stated threshold. Learn the threshold value and the reporting deadline as a pair, and note that the value is assessed as repair cost or fair market value, which is what makes an apparently minor contact reportable.

Airspace and operating requirements

Question. You are standing beneath a segmented magenta line on a sectional chart, inside the ring surrounding a towered airport. What is the airspace class at the surface, and is prior authorization required before a Part 107 operation?

Answer. A segmented magenta line denotes Class E airspace beginning at the surface. Surface Class E is controlled airspace, so a Part 107 operation there requires prior authorization, normally obtained through LAANC. The common error is treating magenta as automatically uncontrolled because the more familiar magenta shading indicates Class E starting at 700 feet, which is a different symbol with a different consequence.

Question. A Class C shelf on the chart is annotated 41 over 12. What does that mean for a drone flight beneath it?

Answer. That segment of Class C airspace has a floor of 1,200 feet MSL and a ceiling of 4,100 feet MSL, with the numbers expressed in hundreds of feet. A drone flying at or below 400 feet above ground level would be beneath that shelf and therefore in whatever class exists below it, which is usually Class E or G. Being under a shelf is not the same as being outside the Class C surface area, and the surface area is where authorization is required.

That distinction between a surface area and a shelf above you is the single highest-yield thing to master for the airspace section. Practise it with reading a sectional chart and the airspace classes reference.

Weather

Question. A METAR reports a temperature of 18 degrees Celsius and a dew point of 17 degrees Celsius, with wind calm. What should the remote pilot expect?

Answer. A one degree temperature and dew point spread with calm wind is conditions favourable for fog or low cloud formation, particularly as temperature falls toward evening or overnight. The operational consequence is a visibility minimum problem: Part 107 requires at least three statute miles of flight visibility from the control station, and fog removes that faster than most pilots expect.

Question. You are operating from a field at 7,500 feet elevation on a hot afternoon. The aircraft handled normally at sea level last week. What performance change should you plan for?

Answer. Reduced performance from high density altitude. Thinner air produces less thrust for the same propeller speed, so the aircraft hovers at a higher throttle percentage, has less margin in reserve for a gust or a climb, and gets less endurance from the same pack. Plan shorter flights, avoid aggressive manoeuvres and expect the return-to-home reserve to be optimistic. Work the numbers on the thrust to weight calculator.

Loading and performance

Question. A payload is mounted forward of the aircraft's centre of gravity. What is the most likely effect?

Answer. Degraded handling and reduced endurance, because the flight controller must continuously correct the resulting pitch bias, which consumes power and reduces available control authority in that axis. The exam is not looking for arithmetic here, it is looking for the understanding that centre of gravity affects controllability and that a badly placed payload is a handling problem before it is a weight problem.

Question. Adding a set of propeller guards and a filter to a 249 g aircraft brings it to 268 g at takeoff. What changes?

Answer. For recreational flying, the aircraft now requires FAA registration and marking, because the threshold is 250 g at takeoff with everything fitted. Under Part 107 nothing changes on the registration question, because a Part 107 aircraft must be registered at any weight anyway. Performance-wise, expect shorter endurance and reduced wind tolerance. The arithmetic is on the weight and registration calculator.

Operations and decision making

Question. A remote pilot notices the client is impatient and the light is fading, and decides to skip the compass calibration after driving 200 miles to a new location. Which hazardous attitude is this, and what is the antidote?

Answer. Get-there-itis is the plain description; in the FAA's five-attitude framework this is most often classified as impulsivity, with the antidote "not so fast, think first". Operationally, a compass calibration after a significant change in geographic location is exactly the step that prevents a toilet-bowl departure, which is covered on compass and IMU calibration.

Question. During a flight the control link is lost. What should have been configured before takeoff, and what determines the outcome?

Answer. The lost-link behaviour and the return-to-home altitude, set before takeoff and above the tallest obstacle between the aircraft and the home point, with the home point recorded at the actual launch location. The outcome is decided entirely by preflight configuration, which is why it appears in both the operations section of the exam and on every sensible preflight checklist.

How to work a question bank without fooling yourself

Write the rule, not the letter. For every question you get wrong, and every one you got right by elimination, write a single line stating the underlying rule in your own words. That line is the study. The question was only the prompt that found the gap.

Score by knowledge area. An 82 percent overall that conceals a 55 percent in airspace is a failing exam waiting to happen, because airspace carries too much weight for the other sections to absorb. Keep a five-line tally rather than one number.

Hold back a clean pool for timed runs. Stamina and pacing are separate skills. If every question you own has been seen twice, your final practice runs measure memory rather than readiness, which is the one thing they were supposed to test.

Practise with the official supplement. Not screenshots, not a redrawn chart in a study app. The exam hands you a specific booklet and finding a figure in it quickly is a skill worth having before the clock is running.

Stop when you are recognising rather than reasoning. That is the signal the bank has finished teaching you. At that point the remaining gain is in re-reading the weak knowledge area, not in more questions.

Where to go next

The knowledge areas and their approximate weighting are on what the exam covers. A week-by-week plan built around those weightings is on how to study. And the material itself is published free by the FAA at faa.gov/uas, which remains the authority whenever anything here and the current standards disagree. Nothing on this page is legal advice or an official FAA product.