FAA Part 107 sUAS Recurrent (ALC-677) cheat sheet

Part 107 applies to small unmanned aircraft weighing less than 55 lb (25 kg) at takeoff, including everything attached or carried.

Remote Pilot in Command must be at least 16 years old, hold a Remote Pilot Certificate with a small UAS rating, be in a physical and mental condition to safely operate, and pass the required knowledge test.

Recurrent training requirement: complete an initial knowledge test or FAA-accepted recurrent training within the preceding 24 calendar months to keep operating privileges valid.

Maximum groundspeed is 87 knots (100 mph); maximum altitude is 400 ft AGL unless flown within a 400-ft radius of a structure, in which case the aircraft may operate up to 400 ft above the structure's uppermost limit.

Minimum visibility for sUAS operations is 3 statute miles from the control station; cloud clearance requires at least 500 ft below and 2,000 ft horizontally from clouds.

Operations in Class G airspace require no ATC authorization; Class B, C, D, and surface-area Class E require prior authorization (LAANC or Part 107 waiver/airspace authorization).

First-class or second-class medical certificate is not required for Part 107 operations; a driver's license serves as proof of identity for the remote pilot certificate application.

No operations from a moving vehicle unless the operation is over a sparsely populated area, and no carriage of hazardous materials; external load operations require the load to be securely attached.

Class A airspace begins at 18,000 ft MSL and is not authorized for sUAS operations; Class B is generally surface to 10,000 ft MSL in major terminal areas.

Class C airspace typically has a 5 NM radius inner core from the surface to 4,000 ft AGL and a 10 NM outer shelf from 1,200 to 4,000 ft AGL.

Class D airspace surrounds airports with operating control towers and typically extends from the surface to 2,500 ft AGL.

Class E airspace includes controlled airspace not classified as A, B, C, or D; Class E surface areas are depicted by dashed magenta lines and require authorization.

Class G is uncontrolled airspace; in most of the U.S. below 14,500 ft MSL, Class G extends from the surface up to 1,200 ft AGL (or higher in some areas).

Temporary Flight Restrictions (TFRs) and NOTAMs must be checked before flight; flight is prohibited in a TFR unless authorized by the issuing agency.

Prohibited and restricted areas (e.g., P-40, R-2508) require specific permission; Special Use Airspace includes prohibited, restricted, warning, military operations, alert, and controlled firing areas.

LAANC provides near-real-time airspace authorization at participating airports; operations in Class B, C, D, or surface Class E without authorization violate Part 107.

Standard preflight weather sources include METAR (current surface observations), TAF (terminal aerodrome forecasts), Area Forecasts/graphical forecasts, and Winds/Temperatures Aloft forecasts (FD).

Density altitude increases with high elevation, high temperature, high humidity, and low pressure; higher density altitude reduces lift and propeller efficiency.

Wind shear and mechanical turbulence are strongest near buildings, trees, and terrain; rotor turbulence can exceed the sUAS's control authority.

Adverse weather: precipitation can degrade camera and motor performance; icing conditions and freezing rain are unsafe for most sUAS.

Thunderstorms produce gust fronts, microbursts, and lightning; sUAS operations should be suspended when thunderstorms are within 10 NM.

Fog and low ceilings reduce visibility below the 3 SM minimum; haze and smoke can also reduce visibility and degrade visual line of sight.

Temperature affects battery performance: cold reduces usable capacity and voltage, while high heat can cause battery swelling and thermal shutdown.

Check METAR/TAF for ceiling, visibility, wind, and altimeter; use winds aloft to anticipate drift and plan for return-to-home energy reserves.

The sUAS must weigh less than 55 lb at takeoff with all attachments, payload, and fuel/battery included.

Weight and balance: center of gravity must remain within the manufacturer's limits; shifting payload affects stability and controllability.

Payload attachment must be secure; an external load that shifts in flight can cause loss of control or exceed structural limits.

Performance degrades with added weight: climb rate, endurance, and maximum wind penetration all decrease as payload increases.

Balance calculations should account for battery placement and camera/gimbal mounting positions as specified in the operating manual.

Do not exceed the manufacturer's maximum takeoff weight or payload capacity; overloading voids the aircraft's airworthiness assumptions.

Verify CG before flight with a preflight weight and balance check, especially when swapping batteries or adding sensors.

Lost link: most sUAS are programmed to execute Return to Home (RTH); verify RTH altitude clears all obstacles along the return path.

Lost visual line of sight: use the control station's map/telemetry and the aircraft's homing function; do not fly beyond VLOS intentionally.

Battery failure or low voltage: land immediately at a safe location; do not attempt to stretch the flight to home if power is critically low.

Fly-away: remain calm, note last known position and heading, and notify the FAA and local authorities if the aircraft enters controlled airspace or poses a hazard.

In-flight fire or smoke: land immediately, shut down systems, and evacuate the area; do not attempt to handle a burning battery with bare hands.

Crew emergency roles: the Remote PIC directs the Visual Observer to maintain sight and calls out hazards; a lost-link or GPS failure should trigger a pre-briefed contingency plan.

Emergency authority: the Remote PIC may deviate from Part 107 rules to the extent necessary to meet the emergency, and must report the deviation to the FAA if requested.

The Remote PIC is the final authority for the operation and is responsible for briefing all crew members before flight.

The Visual Observer assists the Remote PIC by maintaining visual contact with the aircraft and scanning for conflicting traffic; the VO does not control the aircraft.

Effective CRM includes clear communication, role assignment, workload distribution, and a preflight briefing of contingencies.

Use standardized callouts (e.g., 'traffic at 2 o'clock, high') to reduce ambiguity and ensure the Remote PIC receives timely hazard information.

Crew members must be able to communicate effectively; the Remote PIC must ensure the VO can see the aircraft and maintain contact.

Avoid complacency: brief sterile periods during critical phases (takeoff, landing, and transitions) to minimize distraction.

Debrief after each flight to identify hazards, near misses, and procedural improvements.

Aviation phraseology: use standard terms such as 'roger', 'wilco', 'affirmative', 'negative', and 'standby' to reduce misunderstanding.

Phonetic alphabet: Alpha, Bravo, Charlie, Delta, Echo, Foxtrot, Golf, Hotel, India, Juliett, Kilo, Lima, Mike, November, Oscar, Papa, Quebec, Romeo, Sierra, Tango, Uniform, Victor, Whiskey, X-ray, Yankee, Zulu.

Numbers are spoken digit by digit (e.g., 'one two zero point five') to avoid confusion.

When operating at a towered airport under an authorization, monitor the appropriate CTAF/tower frequency and announce intentions as coordinated.

At non-towered airports, use CTAF to announce position and intentions; sUAS operations should avoid traffic patterns unless coordinated.

Emergency communications: use 'MAYDAY' for distress and 'PAN-PAN' for urgency; state call sign, position, and nature of emergency.

Read back clearances and instructions to confirm understanding, especially altitude, heading, and frequency assignments.

Performance depends on weight, density altitude, wind, and battery state; higher density altitude reduces climb rate and endurance.

Headwind increases groundspeed time to destination and reduces range; tailwind increases groundspeed but can reduce control margin.

Calculate endurance from the battery capacity and current draw; plan to land with at least 20-30% battery reserve.

Maximum wind resistance is specified by the manufacturer (e.g., 10 m/s); do not operate near or above that limit.

Climb performance is degraded by high density altitude; takeoff distance and climb rate both increase with altitude and temperature.

Use the aircraft's published performance charts and the current METAR/TAF to estimate hover time, cruise speed, and range.

Preflight performance planning should include a return-to-home energy calculation that accounts for wind and altitude.

FAA regulation: no person may operate an sUAS within 8 hours of consuming alcohol, while under the influence, or with a blood alcohol concentration of 0.04% or greater.

No person may operate while using any drug that affects the person's faculties in a way contrary to safety.

Prescription and over-the-counter medications (e.g., antihistamines, sedatives) can impair judgment and reaction time; consult an aviation medical examiner.

Illegal drugs and cannabis (even where state-legal) are prohibited for flight operations.

Fatigue, dehydration, and stress degrade performance similarly to alcohol; use the IMSAFE checklist (Illness, Medication, Stress, Alcohol, Fatigue, Emotion).

Report any conviction for alcohol or drug violations to the FAA within 60 days as required for certificate holders.

Self-assess before flight; if impaired, do not fly and notify the crew.

The DECIDE model: Detect the change, Estimate the need to react, Choose the desired outcome, Identify actions, Do the actions, Evaluate the results.

The 3P model: Perceive, Process, Perform - used to structure risk management before and during flight.

IMSAFE checklist: Illness, Medication, Stress, Alcohol, Fatigue, Emotion - assess pilot fitness before flight.

PAVE checklist: Pilot, Aircraft, enVironment, External pressures - assess risk before flight.

Risk assessment matrix: assign likelihood and severity to hazards and mitigate high-risk items before launch.

Situational awareness: monitor aircraft telemetry, weather, airspace, and crew status continuously; recognize and break the chain of errors.

Hazardous attitudes (anti-authority, impulsivity, invulnerability, macho, resignation) should be identified and countered with the antidote.

Airport markings: runway hold-short lines are solid yellow (with two solid and two dashed lines at towered airports); taxiway centerlines are yellow.

Runway designators are based on magnetic heading (e.g., runway 27 points 270 degrees); 'L', 'C', 'R' indicate left, center, right parallel runways.

Traffic pattern: standard is left-hand; legs are upwind, crosswind, downwind, base, and final.

Airport signs: mandatory instruction signs are red with white letters; location signs are black with yellow letters; direction signs are yellow with black letters.

Windsock indicates wind direction and approximate speed; segmented windsock fully extended indicates roughly 15 knots or more.

At towered airports, sUAS operations require ATC authorization; at non-towered airports, use CTAF and avoid the traffic pattern.

Beacon and lighting: rotating beacon operates sunset to sunrise; runway edge lights are white, taxiway lights are blue, and threshold lights are green/red.

Preflight inspection should include airframe, propellers, motors, battery condition, gimbal/camera, and firmware/software status.

Check propellers for cracks, nicks, and balance; damaged propellers cause vibration and loss of control.

Verify battery charge level, cell balance, and absence of swelling or damage before each flight.

Confirm firmware and app updates are current and that the control station has GPS lock and sufficient signal.

Inspect the airframe for loose fasteners, cracks, and debris; verify the gimbal and camera are secure.

Maintenance records should document inspections, repairs, and firmware changes; follow the manufacturer's maintenance schedule.

Post-flight inspection: check for heat, damage, and battery condition; allow batteries to cool before recharging.

Night operations require anti-collision lighting on the sUAS that is visible for at least 3 statute miles.

The Remote PIC must ensure the lighting is sufficient to determine the aircraft's location and orientation.

Night operations require the remote pilot to have completed the required night training/knowledge (Part 107 recurrent training or initial knowledge test with night operations content).

Visual line of sight must be maintained at night; use of a Visual Observer is strongly recommended.

Night vision is degraded; allow 30 minutes for dark adaptation and avoid bright lights that impair night vision.

Check NOTAMs and airport lighting; avoid operating near active runways and in areas with high ambient light.

Night operations increase risk of disorientation; maintain a sterile cockpit and use instrument/telemetry references.