FAA Part 107 Exam Prep: How to Get Your Remote Pilot Certificate

Miles: Hey everyone, welcome in. Today's date is April 17, 2026, and we are diving into something that is honestly a total game changer for anyone who’s ever looked at a drone and thought, "I could actually make a living doing this." We’re talking about the FAA Part 107 exam. Now, if you’re sitting there thinking this is just a hobbyist thing, let me stop you right there. If you want to fly for profit—whether that’s real estate photography, inspecting cell towers, or even high end cinematography—you need this Remote Pilot Certificate. It is the legal line in the sand between a weekend flyer and a professional.

Lena: It really is. And here’s the kicker that catches a lot of people off guard: it is not a flight test. There is no practical "show me your maneuvers" part of the exam. It is entirely a written knowledge test. And while the national pass rate is actually pretty high—somewhere between 80 and 90 percent—that’s only because the people taking it have usually put in 10 to 20 hours of serious study. You can’t just wing this one, Miles. The FAA has a very specific "aviation language" they expect you to speak, and if you go in cold, those 60 multiple choice questions are going to look like a different dialect.

Miles: Sixty questions, two hours on the clock, and you need a 70 percent to pass—which is 42 correct answers. It sounds manageable, but I’ve heard the stories. People get in that room at the PSI testing center, they open the supplement book to a sectional chart, and suddenly they feel like they’re trying to navigate a submarine through a maze.

Lena: Exactly. But that’s why we’re doing this. By the end of this session, we’re going to have broken down the "Big Three"—Airspace, Regulations, and Weather—into a playbook you can actually use. We’re going to look at why over 360,000 people have already done this and how you can join them without the stress.

Miles: I love that. A "study sprint" approach. So, if you’re ready to turn that drone into a business tool instead of just a toy, let’s get into the weeds of how the FAA actually looks at the sky. Because it’s a lot more crowded than it looks from the ground.

Lena: So, Miles, when you look up at a clear blue sky, what do you see?

Miles: Usually just clouds, maybe a bird, and hopefully my drone if I haven't lost line of sight.

Lena: Right. But to the FAA, that "empty" space is a highly organized, invisible structure of layers and cylinders. This is Airspace Classification, and it is arguably the most important part of the exam. It makes up about 15 to 25 percent of the test, but more importantly, it's where people struggle the most because it uses letters—Class B, C, D, E, and G.

Miles: It’s like an alphabet soup in the clouds. I know Class G is usually where we want to be, right? The "Golf" airspace?

Lena: Precisely. Think of Class G as the "uncontrolled" playground. It typically goes from the surface up to 700 or 1,200 feet AGL—that’s Above Ground Level. As long as you’re in Class G, you don’t need specific Air Traffic Control—or ATC—authorization to fly. But as soon as you move into the other letters, you’re entering "controlled" territory.

Miles: And that’s where the "wedding cake" analogy comes in, isn't it? I’ve seen those diagrams where Class B looks like this massive, multi tiered inverted cake.

Lena: That is the perfect way to visualize it. Class B—think "B" for "Busiest"—is what you find around huge hubs like LAX or JFK. It’s highly protected. If you want to fly a drone there, you need prior authorization, usually through something called LAANC, which is the Low Altitude Authorization and Notification Capability. Then you have Class C for "Communicating" or medium sized airports, and Class D for "Dashed" lines on the chart, which usually surrounds smaller airports with control towers.

Miles: Wait, "Dashed" lines? Is that how they actually show up on the maps?

Lena: Yes! This is a huge tip for the exam. On the sectional charts you'll be given, Class D is shown as a blue dashed circle. Class C is a solid magenta circle. Class B is a solid blue circle. If you can memorize those colors and line styles, you’ve already won half the battle on the airspace questions.

Miles: That makes it feel way more tactile. So, if I see a solid magenta line, I’m looking at Class C, and I know I need to get permission before I even think about powering up. But what about Class E? That one always feels like the "everything else" category.

Lena: It kind of is. Class E is "Echo" airspace. It’s controlled, but it doesn't always have a tower. For drone pilots, the main thing to know is that if Class E starts at the surface—which is shown by a dashed magenta line—you need authorization. If it starts at 700 feet or 1,200 feet, you’re usually flying underneath it in Class G, so you’re good to go.

Miles: It’s all about knowing where the floor is. If the floor of the controlled airspace is above me, I’m in the clear. If the floor is at the surface, I’m in their house and I need to knock first.

Lena: That’s exactly it. And that "knocking" is usually done digitally now, which we’ll talk about, but understanding these boundaries is what keeps drones from accidentally ending up in the flight path of a Boeing 737. It’s all about safety and integration.

Miles: Okay, so we’ve got the letters down—B, C, D, E, G. But when I actually look at one of those FAA sectional charts, it looks like a Jackson Pollock painting. There are numbers, symbols, blue stars, magenta circles—it’s overwhelming.

Lena: It definitely is at first. But remember, the exam is "open book" in a way—you get the Airman Knowledge Testing Supplement. That’s a book of charts you use during the test. One of the most common questions will give you coordinates—latitude and longitude—and ask you to identify the airspace or a specific obstacle at that point.

Miles: Latitude and Longitude. I haven't thought about those since middle school geography. Remind me how the FAA ticks those off?

Lena: So, lines of Latitude run east to west—think "flatitude," parallel to the equator. Longitude lines run pole to pole. On the charts, each degree is divided into 60 minutes. You’ll see small "ticks" along the lines. Each little tick mark represents one minute, which is also one nautical mile. The FAA loves to ask you to find a specific tower or airport by giving you something like "39 degrees, 40 minutes North." You have to count those ticks carefully.

Miles: Okay, so I find the spot. Now, what am I looking at? I see these blue and magenta symbols for airports. What’s the difference?

Lena: This is a classic test point. If the airport symbol is blue, it has a control tower. If it’s magenta, it’s a non towered airport. Inside the airport data block—that little cluster of text next to the airport—you’ll see a lot of info. You might see a number like "47," which is the elevation above sea level. You might see "L," which means they have lighting. Or a number like "30," which tells you the longest runway is 3,000 feet.

Miles: And there’s often a star symbol, right?

Lena: Yes! A star above the airport symbol means there’s a rotating beacon that operates from sunset to sunrise. It’s all these little details that the FAA uses to see if you actually know how to read the map.

Miles: What about those big bold numbers in the middle of the grid squares? Like a big "2" and then a smaller "5" next to it?

Lena: Those are MEFs—Maximum Elevation Figures. They tell you the height of the highest obstacle in that specific quadrangle, including a safety buffer. So if you see a bold "25," that means the highest point—maybe a mountain top or a radio tower—is 2,500 feet MSL. As a drone pilot flying under 400 feet AGL, you might think that doesn't matter, but it helps you maintain situational awareness. You don’t want to be flying near a 2,000 foot radio tower without knowing it’s there.

Miles: Especially since those towers have guy wires that can stretch out 1,500 feet. The sources say you should give those towers at least a 2,000 foot horizontal buffer because those wires are basically invisible to a drone camera.

Lena: Absolutely. And that leads us to the "Special Use" airspace. You’ll see areas marked with "P" for Prohibited—like the National Mall in D.C.—where you just can’t fly, period. "R" for Restricted might mean there’s artillery firing or missiles. You need permission for those. Then there are MOAs—Military Operation Areas. You can fly there, but you need to exercise extreme caution because a jet might be practicing low level maneuvers at 250 knots.

Miles: It’s a lot to process, but it sounds like the chart is actually giving you all the answers if you just know how to look for the "legend." It’s less about memorizing the whole map and more about knowing how to decode the symbols.

Lena: Let’s shift gears into the actual laws. This is "Part 107" itself—the Code of Federal Regulations that dictates exactly what we can and cannot do. If Airspace is the "where," Regulations are the "how."

Miles: And the first rule everyone knows is the 400 foot ceiling, right? You can’t go higher than 400 feet AGL unless you’re within a 400 foot radius of a structure.

Lena: Right. If you’re inspecting a 600 foot tower, you can actually fly 400 feet above the top of that tower, as long as you stay within 400 feet of it. But for general flight, 400 feet is your limit. And then there’s the speed limit—100 miles per hour, or 87 knots.

Miles: I don't think my drone even hits 40 mph, so I’m safe there. What about the "Visual Line of Sight" rule? That’s 107.31. I have to be able to see the drone at all times with my own eyes, right? No binoculars?

Lena: Exactly. You can use corrective lenses like glasses or contacts, but no vision enhancement devices like binoculars or telescopes to "extend" your range. You have to be able to see the drone’s location, attitude, and altitude to avoid other traffic. And speaking of other traffic, drones always yield right of way to manned aircraft. No exceptions. If a helicopter comes over the ridge, you are the one who has to move.

Miles: That makes sense. They have more to lose. What about flying at night? I know the rules changed a few years back.

Lena: They did. As of 2026, you can fly at night without a specific waiver, but there are three big requirements. First, you have to have passed the initial knowledge test or recurrent training that includes night physiology. Second, the drone must have anti collision lighting visible for at least three statute miles. And third, those lights have to have a flash rate sufficient to avoid a collision.

Miles: And "civil twilight" is that 30 minute window before sunrise and after sunset. If you’re flying then, you still need those anti collision lights.

Lena: Exactly. Now, let’s talk about "Operations Over People." This is a big one for commercial pilots. The FAA divided this into four categories based on risk. Category 1 is for tiny drones—0.55 pounds or less—that don't have exposed rotating parts that could cut someone. Category 2 and 3 are for larger drones that have to meet specific kinetic energy thresholds—basically, how hard they would hit someone if they fell.

Miles: And Category 4 is the big leagues—drones that actually have an FAA airworthiness certificate. For most of us starting out, we’re looking at Categories 1 and 2. But the takeaway is: don't fly over people unless you know exactly which category your drone fits into and what the restrictions are.

Lena: And don't forget the reporting rules. If you have an accident that causes serious injury, loss of consciousness, or property damage over $500—not counting the drone itself—you have to report it to the FAA within 10 days.

Miles: Ten days. That’s a good number to remember for the test. It’s also important to note that you have to register any drone over 0.55 pounds. It costs five dollars, it’s valid for three years, and you have to have that registration number displayed on the outside of the aircraft.

Lena: And in 2026, we also have to talk about Remote ID. Most drones now have this built in, but if yours doesn't, you need a broadcast module. It’s basically a "digital license plate" that broadcasts your location and the location of your control station. It’s all part of making the sky safer for everyone.

Miles: Okay, Lena, let's talk about weather. This is the part that always makes me a little nervous. I’m not a meteorologist, but the FAA expects me to decode these weird strings of text called METARs and TAFs.

Lena: Think of them as a secret code that’s actually really logical once you have the key. A METAR is an "Aviation Routine Weather Report." It tells you what’s happening right now at a specific airport. A TAF is a "Terminal Aerodrome Forecast," which tells you what’s going to happen over the next 24 or 30 hours.

Miles: I’ve seen these. It’s like "KLAX 121755Z 27012KT 10SM..." It looks like my cat walked across the keyboard.

Lena: Ha! It does. But let’s break that down. "KLAX" is the airport. "121755Z" means the 12th day of the month at 17:55 Zulu time—which is Coordinated Universal Time. "27012KT" means the wind is coming from 270 degrees—which is West—at 12 knots. "10SM" is 10 statute miles of visibility.

Miles: Okay, that’s not so bad. But then you get the cloud stuff. "BKN040" or "OVC012."

Lena: Right. "BKN" is broken, "OVC" is overcast. The numbers are the height of the cloud base in hundreds of feet. So "BKN040" is a broken ceiling at 4,000 feet. For the Part 107, you need to remember your cloud clearances: you must stay 500 feet below clouds and 2,000 feet horizontally away from them.

Miles: So if the ceiling is at 800 feet, and I’m flying at 400 feet, I’m only 400 feet below. That’s a violation!

Lena: Exactly! That’s a classic exam question. They’ll give you a METAR and ask if you can legally fly at 400 feet. You have to do the math. Now, let’s talk about "Density Altitude." This is a concept that trips people up.

Miles: Higher is thinner, right?

Lena: Yes. High density altitude means "thin air." This happens when it’s hot, high elevation, or high humidity. In thin air, your drone’s propellers are less efficient. They have fewer air molecules to "grab." So your drone will have a harder time lifting off, it’ll be less stable, and your battery will drain faster.

Miles: So "High Density Altitude" actually means "Low Performance." It’s counterintuitive because the word "high" usually sounds good, but in aviation, it’s a warning.

Lena: Exactly. And then there’s the moisture. Fog is a huge one. Radiation fog forms on clear, calm nights when the ground cools down. Advection fog is when warm, moist air moves over a cold surface—like the ocean air hitting the San Francisco coast. And then you have "Upslope" fog, where air is forced up a mountain and cools down.

Miles: And we should probably mention the most dangerous cloud of all—the cumulonimbus.

Lena: The thunderstorm. If you see building cumulus clouds, you need to be careful. The mature stage of a thunderstorm is when rain starts to hit the ground. That’s when you get the most violent updrafts and downdrafts. You can get a "microburst," which is a sudden, massive downdraft that can hit 6,000 feet per minute. That will literally swat a drone out of the sky.

Miles: So the lesson here is: check your METARs, watch your temperature/dew point spread—because if they’re within five degrees of each other, fog is likely—and if you see a thunderstorm, just pack it up. It’s not worth it.

Lena: Let's talk about the drone itself. How we load it and how it performs under pressure. This is about 15 percent of the exam, and it’s all about "Weight and Balance."

Miles: This feels like common sense, but I know the FAA has some specific terms. Like "Center of Gravity" or CG.

Lena: Right. The CG is the point where the aircraft would balance if you held it up. Every manufacturer sets limits for where that CG can be. If you attach a heavy camera to the front of your drone and it’s outside those limits, the drone might not be able to pitch up or stay stable. It might even flip.

Miles: What about "Load Factor"? I remember seeing that graph in the study guide where the weight of the drone effectively increases as you turn.

Lena: That’s a huge concept. In a level turn, the drone has to produce more lift to stay at the same altitude because some of that lift is being used to pull it through the turn. At a 60 degree bank angle, the load factor is 2.0. That means your drone effectively weighs double what it does at rest.

Miles: Wait, double? So if my drone weighs 10 pounds, in a 60 degree turn, the motors and structure are feeling like it weighs 20 pounds?

Lena: Exactly. And what happens when an aircraft gets heavier? Its "stall speed" increases. Now, most multirotor drones don't "stall" in the traditional sense like an airplane wing, but they can reach a point where the motors just can't spin fast enough to keep it in the air. For fixed wing drones, this is even more critical. If you pull a steep turn, you could stall the wing at a much higher speed than normal.

Miles: So, "increased load factor equals increased stall speed." That sounds like a test question right there.

Lena: It is. Also, consider "Performance" in different environments. We talked about density altitude, but what about launch area? If you’re launching uphill, your takeoff distance increases. If you have a headwind, your takeoff distance decreases because you already have air moving over the wings or rotors.

Miles: And then there’s the "Aeronautical Decision Making" or ADM. It’s about managing the "Pilot, Aircraft, Environment, and External Pressures"—the PAVE checklist.

Lena: I love the PAVE checklist. It’s a great way to catch yourself before you make a mistake. "External Pressures" is the one that gets people. It’s that feeling of "I have to get this shot for the client" even though the wind is gusting at 30 knots.

Miles: Or "Watch this!" The two most dangerous words in aviation.

Lena: Truly. Another one to remember for the test is the "IMSAFE" checklist. This is for the pilot. Illness, Medication, Stress, Alcohol, Fatigue, and Emotion. If you’re not 100 percent, you shouldn't be the Pilot in Command—or PIC.

Miles: And the alcohol rule is very specific: "8 hours bottle to throttle" and a blood alcohol concentration of less than 0.04 percent. Even if you’re below 0.04, if it’s been less than 8 hours, you’re grounded.

Lena: And don't forget the "hazardous attitudes." The FAA loves these. "Anti authority"—the "don't tell me what to do" vibe. The antidote is: "Follow the rules, they are usually right." Or "Macho"—the "I can do it" attitude. Antidote: "Taking chances is foolish."

Miles: It’s interesting how much of this test is about psychology and decision making, not just technical specs. It’s about being a "professional" in the eyes of the FAA.

Miles: So, we’ve covered the "what" and the "how." Now let’s talk about the "where." How do I actually get this certificate in my hand?

Lena: First step: you need an FTN—an FAA Tracking Number. You get this by creating an account on the IACRA website. IACRA stands for "Integrated Airman Certification and Rating Application." You cannot take the test without that number.

Miles: Okay, FTN from IACRA. Then I go to PSI, right?

Lena: Correct. PSI is the company that handles the actual testing centers. You’ll go to their website, find a local center—there are hundreds across the U.S.—and schedule your "Unmanned Aircraft General - Small" or UAG exam. It costs $175, and that is non refundable, so make sure you’re ready!

Miles: $175 is a good motivation to study. What should I bring with me on the day?

Lena: A valid, government issued photo ID is the big one. It has to have your signature and your current physical address. If your ID has a P.O. box, you’ll need another document like a utility bill to prove where you live. The testing center will provide you with the supplement book with the charts, scratch paper, and a basic, non programmable calculator. You can’t bring your own phone or smart watch into the room.

Miles: Two hours for 60 questions. That’s two minutes per question. That feels like plenty of time if you don't get stuck on a single sectional chart.

Lena: It is. A great strategy is to go through and answer all the "Regulations" and "Operations" questions first—those are usually quick. Then spend your time on the weather and airspace questions that require looking at the charts. If you’re unsure, flag it and come back.

Miles: And once I finish, do I have to wait weeks for the results?

Lena: Nope. You get a preliminary pass/fail right there on the screen. If you pass, you’ll get an official score report with a "knowledge test code." Then you go back to IACRA, log in, and complete the actual application for the certificate.

Miles: Then the TSA does a background check?

Lena: Exactly. It usually takes a few days. Once they clear you, you can print out a temporary certificate. Your permanent, plastic "credit card" style license will arrive in the mail about 6 to 8 weeks later.

Miles: And then I’m a commercial pilot! But wait, does it expire?

Lena: It doesn't "expire," but your privileges do if you don't stay current. Every 24 months, you have to complete recurrent training. The good news is that as of now, that training is free and available online through the FAA’s website. You don’t have to go back to the testing center and pay the $175 again, as long as you stay on top of it.

Miles: That’s a huge relief. So, pass once, stay current for free, and keep flying.

Lena: Before we wrap up the "knowledge" portion, I want to talk about where people actually fail. Because the pass rate is high, people tend to get a little overconfident.

Miles: What’s the number one "gotcha"?

Lena: Sectional charts. Hands down. People think they can just "look at it and figure it out," but the FAA uses very specific colors and line styles for a reason. If you mix up a "dashed magenta" line—Class E surface—with a "solid magenta" line—Class C—you’re going to get the question wrong.

Miles: Another one I’ve seen is the "400 feet above a structure" rule. People forget that you have to stay within that 400 foot radius. If you’re 500 feet away from the building, you have to be back down at 400 feet AGL.

Lena: Exactly. And reading the questions very carefully. The FAA loves to use words like "except," "unless," or "not." For example, "Which of the following is not a requirement for Category 1 operations?" If you miss that "not," you’re picking the wrong answer.

Miles: What about "Crew Resource Management" or CRM? People think because they’re flying alone, it doesn't apply.

Lena: But it does! Even if you’re alone, you are the "Remote Pilot in Command." You have to manage your own "resources"—your battery levels, your signal strength, the people walking nearby. If you have a Visual Observer—or VO—you have to have a clear communication plan. You can’t just assume they’re looking at the right thing.

Miles: And the "Maintenance" section. I know a lot of people skip that because modern drones are so reliable.

Lena: But the test will ask you: "If the manufacturer doesn't provide a maintenance schedule, what should you do?" The answer is: "Create your own." You need a pre flight inspection checklist for every single flight. Props, batteries, firmware, signal—check it all.

Miles: And if there is an accident, remember that $500 threshold. If you break a $200 window, you don't have to report it to the FAA. If you break a $600 camera on the ground, you do.

Lena: And "loss of link." If your drone loses connection, that’s not an emergency by itself—it’s a "lost link" procedure. Most drones have a "Return to Home" function. But a "Flyaway"—where the drone stops responding to all inputs—that is an emergency. You need to know the difference for the test.

Miles: It sounds like the key is really in the terminology. "Lost Link" versus "Flyaway." "Stationary vehicle" versus "Moving vehicle." It’s all about those distinctions.

Miles: Okay, so for everyone listening who’s ready to do this, let's put it into a concrete plan. If you’ve got 10 to 20 hours, how do you spend them?

Lena: Week One is for the Foundations. Spend four or five hours on Airspace and Sectional Charts. This is the "hard" part, so do it while you’re fresh. Learn the colors, learn the letters, and practice finding coordinates on a map.

Miles: Week Two is the "Deep Dive." Weather and Regulations. Practice decoding 20 or 30 METARs until you can read them like a newspaper. Read the actual "Part 107" regulations—it’s only about 15 pages, and it’s written in pretty plain English.

Lena: Week Three is for the "Gap Analysis." Take a full length practice test. Don't just check your score—look at why you got questions wrong. If you’re missing the "Loading and Performance" questions, go back and study the load factor chart.

Miles: And Week Four is the "Final Polish." Take a few more practice tests. You want to be consistently scoring 85 percent or higher before you go to the PSI center. That gives you a nice cushion for those "tricky" FAA wordings.

Lena: And use the resources! The official FAA "Remote Pilot Study Guide" is a free PDF, and it is excellent. There are also great paid courses like Drone Launch Academy that break it all down into video modules if you’re a visual learner.

Miles: One final tip: don't cram the night before. This test is about comprehension, not just memorization. You want your brain to be rested so you can actually "think" through the scenarios the FAA throws at you.

Lena: Absolutely. Eat a good breakfast, bring your ID, and trust your prep. If you’ve put in the 15 hours, you’re going to be in that 90 percent of people who pass on their first try.

Miles: It’s an exciting time to be in this industry. Once you have that piece of plastic in your wallet, the whole commercial world opens up. You can start charging for your work, you can get insurance, and you can fly with the confidence of a professional.

Lena: As we bring this to a close, I think it’s worth reflecting on why we’re doing this in the first place. The Part 107 isn't just a hurdle or a "tax" on your hobby. It’s about building a culture of safety.

Miles: Right. We’re sharing the sky with medical helicopters, crop dusters, and passenger jets. When you pass this test, you’re telling the FAA—and the public—that you understand your place in that system. You’re not just a guy with a remote; you’re a pilot.

Lena: I love that shift in perspective. And as you go through your study materials, don't just look for the "right answer." Ask yourself, "How does this make me a safer flyer in the real world?" When you understand why Class B airspace is shaped the way it is, or why high density altitude is dangerous, you become a better pilot, not just a better test taker.

Miles: So, to everyone listening: take that first step. Create your IACRA account today. Get your FTN. It makes the goal feel real. Once you have that number, you’re on the path.

Lena: It’s been a blast breaking this down. There’s a lot of information, but remember—it’s all designed to be learned. Take it one "layer" of the sky at a time.

Miles: Thanks for hanging out with us and diving into the world of Part 107. We’re excited to see where your new certificate takes you.

Lena: Good luck with your studies, and fly safe out there.

Miles: Take some time to think about which of these areas—Airspace, Weather, or Regs—feels the most foreign to you, and maybe start there. Thanks for listening.