Above Ops™ Part 107 SmartBook: FAA drone pilot prep guide with airspace, charts, weather, and rules. Fast, visual, test-focused training.
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ABOVE OPS | FAA PART 107 PREP GUIDE
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Contents Table of
Above Ops | Part 107 SmartBook: Zero to Hero
Abstract Chart Legend & Symbols Aeronautical Chart Samples Load Factor + Bank Angle Weather Reporting (METAR) Understanding Weather Effects Sectional Chart Reading Restricted Airspace
1 2 3 4 7 9
12 14 16 18 20 22 23
Airspace Types Practice Maps
Sample Quetionnaires Figures Photographs
Above Op | Part 107 SmartBook: Zero to Hero
INTRODUCTION BACKGROUND:
The drone space is not just growing—it is demanding sharper, safer, and more certified pilots. Above Ops™ was built by veterans who have flown missions, trained teams, and know what it takes to succeed. This SmartBook is not a textbook—it is a tactical guide for getting certified and getting airborne.
OBJECTIVE:
Train with purpose. Pass with confidence. This guide walks you through the most-tested FAA Part 107 topics— airspace, weather, flight rules, and charts—using clear visuals and real practice. Built to get you certified, not confused.
SCOPE:
Designed for: New drone pilots serious about certification CTE programs and career prep
Public safety and workforce teams Anyone ready to learn the right way Use it solo or alongside Above Ops™ training. Either way—you are training with intent.
Appendix 1
L egend 1.— Sectional Aeronautical Chart.
1
Appendix 1
L egend 3.— Chart Supplements U.S. (formerly Airport/Facility Directory).
3
Appendix 2
Angle of bank o
Load factor n
Load factor chart
9 8 7 6 5 4 3 2 1 0 10 20 30 40 50 60 70 80 90
0° 10° 30° 45° 60° 70° 80° 85° 90°
1.0 1.015 1.154 1.414 2.000 2.923 5.747 11.473 ∞
Bank angle – in degrees
F igure 2.— Load Factor Chart.
2
Appendix 2
F igure 6.— Heading Indicator.
Remember the numbers • 0.55Lbs Minimum UAS to register • 55 lbs maximum UAS to register • 13 age to register • 16 age to take the test • License valid for 24 months • 400 feet above ground, or 400 AGL above a structure (varies). • 500 feet below clouds
• 2000 feet horizontally from clouds • 2000 feet horizontally from guy wires • 100 mph max speed • 3 mile visibility • 8 hours without alcohol • 0.04 blood alcohol level • 1 year after narcotic conviction
• 30 minutes within civil twilight (30 minute before/after sunset/sunrise) • $500 minimum damage for FAA report, 10 days to file FAA report
6
Appendix 2
METAR KINK 121845Z 11012G18KT 15SM SKC 25/17 A3000
METAR KBOI 121854Z 13004KT 30SM SCT150 17/6 A3015
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
SPECI KJFK 121853Z 18004KT 1/2SM FG R04/2200 OVC005 20/18 A3006
F igure 12.— Aviation Routine Weather Reports (METAR).
12
Chapter 3b: Effects of Weather on Small Unmanned Aircraft Performance
Stability Stability of an air mass determines its typical weather characteristics. When one type of air mass overlies another, conditions change with height. Characteristics typical of an unstable and a stable air mass are as follows: Unstable Air Stable Air Cumuliform clouds Stratiform clouds and fog Showery precipitation Continuous precipitation Rough air (turbulence) Smooth air Good visibility (except in blowing obstructions) Fair to poor visibility in haze and smoke Fronts As air masses move out of their source regions, they come in contact with other air masses of different properties. The zone between two different air masses is a frontal zone or front. Across this zone, temperature, humidity and wind often change rapidly over short distances. Mountain Flying When planning a flight over mountainous terrain, gather as much preflight information as possible on cloud reports, wind direction, wind speed, and stability of air. Satellites often help locate mountain waves. Adequate information may not always be available, so remain alert for signposts in the sky. Wind at mountain top level in excess of 25 knots suggests some turbulence. Wind in excess of 40 knots across a mountain barrier dictates caution. Stratified clouds mean stable air. Standing lenticular and/or rotor clouds suggest a mountain wave; expect turbulence many miles to the lee of mountains and relative smooth flight on the windward side. Convective clouds on the windward side of mountains mean unstable air; expect turbulence in close proximity to and on either side of the mountain. Structural Icing Two conditions are necessary for structural icing in flight: 1. The aircraft must be flying through visible water such as rain or cloud droplets 2. The temperature at the point where the moisture strikes the aircraft must be 0° C or colder. Aerodynamic cooling can lower temperature of an airfoil to 0° C even though the ambient temperature A thunderstorm cell during its life cycle progresses through three stages-( 1) the cumulus, (2) the mature, and (3) the dissipating. It is virtually impossible to visually detect the transition from one stage to another; the transition is subtle and by no means abrupt. Furthermore, a thunderstorm may be a cluster of cells in different stages of the lifecycle. The Cumulus Stage Although most cumulus clouds do not grow into thunderstorms, every thunderstorm begins as a cumulus. The key feature of the cumulus stage is an updraft as illustrated in figure 3-4 . The updraft varies in strength and extends from very near the surface to the cloud top. Growth rate of the cloud is a few degrees warmer. Thunderstorm Life Cycle
Remote Pilot – Small Unmanned Aircraft Systems Study Guide
26
Chapter 3b: Effects of Weather on Small Unmanned Aircraft Performance
may exceed 3,000 feet per minute, so it is inadvisable to operate a small UA in an area of rapidly building cumulus clouds. Early during the cumulus stage, water droplets are quite small but grow to raindrop size as the cloud grows. The upwelling air carries the liquid water above the freezing level creating an icing hazard. As the raindrops grow still heavier, they fall. The cold rain drags air with it creating a cold downdraft coexisting with the updraft; the cell has reached the mature stage. The Mature Stage Precipitation beginning to fall from the cloud base is your signal that a downdraft has developed and a cell has entered the mature stage. Cold rain in the downdraft retards compressional heating, and the downdraft remains cooler than surrounding air. Therefore, its downward speed is accelerated and may exceed 2,500 feet per minute. The down rushing air spreads outward at the surface as shown in figure 3-4 producing strong, gusty surface winds, a sharp temperature drop, and a rapid rise in pressure. The surface wind surge is a "plow wind" and its leading edge is the "first gust." Meanwhile, updrafts reach a maximum with speeds possibly exceeding 6,000 feet per minute. Updrafts and downdrafts in close proximity create strong vertical shear and a very turbulent environment. All thunderstorm hazards reach their greatest intensity during the mature stage. The Dissipating Stage Downdrafts characterize the dissipating stage of the thunderstorm cell as shown in figure 3-4 and the storm dies rapidly. When rain has ended and downdrafts have abated, the dissipating stage 'is complete. When all cells of the thunderstorm have completed this stage, only harmless cloud remnants remain.
Figure 3-4. Life cycle of a thunderstorm.
Remote Pilot – Small Unmanned Aircraft Systems Study Guide
27
Appendix 2
F igure 20.— Sectional Chart Excerpt. NOTE: Chart is not to scale and should not be used for navigation. Use associated scale.
20
• Restricted Areas (R) Restricted areas are areas where operations are hazardous to nonparticipating aircraft and contain airspace within which the flight of aircraft, while not completely prohibited, is subject to restrictions.
• Military Training Routes (MTR/IR/VFR) MTRs are routes used by military aircraft to maintain proficiency in tactical flying. Routes are identified as IFR (IR), and VFR (VR), followed by a number.
• Military Operations Areas (MOAs) MOAs consist of airspace with defined vertical and lateral limits established for the purpose of separating certain military training activities from IFR traffic.
2.4 Recognize the sectional charts
2.4.1 sectional chart and legend
Appendix 2
F igure 21.— Sectional Chart Excerpt. NOTE: Chart is not to scale and should not be used for navigation. Use associated scale.
21
Appendix 2
F igure 22.— Sectional Chart Excerpt. NOTE: Chart is not to scale and should not be used for navigation. Use associated scale.
22
Appendix 2
F igure 23.— Sectional Chart Excerpt. NOTE: Chart is not to scale and should not be used for navigation. Use associated scale.
23
Appendix 2
F igure 26.— Sectional Chart Excerpt. NOTE: Chart is not to scale and should not be used for navigation. Use associated scale.
26
Appendix 2
F igure 27.— Time Conversion Table.
27
Appendix 2
36
F igure 49.— Airport Diagram.
Radio frequencies • CTAF
A CTAF is a frequency designated for the purpose of carrying out airport advisory practices while operating to or from an airport without an operating control tower. • MultiCOM 122.9 or 122.95 A MULTICOM frequency of 122.9 will be used at an airport that is non-towered and does not have a FSS or UNICOM. • UNICOM Most non-towered airports will have a UNICOM frequency, which is usually 122.8. • AWOS weather • 1800WXBrief.com
49
Appendix 2
F igure 59.— Sectional Chart Excerpt. NOTE: Chart is not to scale and should not be used for navigation. Use associated scale.
59
Appendix 2
1
2
3
4
F igure 62.— Rectangular Course.
Vision and Flight To scan effectively, pilots must look from right to left or left to right. They should begin scanning at the greatest distance an object can be perceived (top) and move inward toward the position of the aircraft (bottom). For each stop, an area approximately 30° wide should be scanned. The duration of each stop is based on the degree of detail that is required, but no stop should last longer than 2 to 3 seconds. When moving from one viewing point to the next, pilots should overlap the previous field of view by 10°. Risk Management "Pilot Attitudes" • Anti-authority = The Rule Breaker
Antidote: Follow the rules. • Impulsivity = Acting Fast Antidote: Not so fast, think first. • Invulnerability = Not Me Type Antidote: It could happen to me • Macho = Strong Risky
Antidote: taking chances is foolish • Resignation = Scared Nervous Antidote: I’m not helpless. I can make a difference.
62
Appendix 2
F igure 70.— Sectional Chart Excerpt. NOTE: Chart is not to scale and should not be used for navigation. Use associated scale.
70
Appendix 2
F igure 75.— Sectional Chart Excerpt. NOTE: Chart is not to scale and should not be used for navigation. Use associated scale.
75
Appendix 2
F igure 76.— Sectional Chart Excerpt. NOTE: Chart is not to scale and should not be used for navigation. Use associated scale.
76
Appendix 2
340
SOUTH DAKOTA
N44 ° 22.96 W100 ° 17.16
PIERRE RGNL
(PIR)
3 E UTC 6( 5DT)
OMAHA
1744 B S4
FUEL 100LL, JET A OX 1, 2, 3, 4 Class I, ARFF Index A NOTAM FILE PIR
H–2I, L–12H
RWY 13–31: H6900X100 (ASPH–GRVD)
S–91, D–108, 2S–137, 2D–168 HIRL
IAP
RWY 13: REIL. PAPI(P4L)—GA 3.0 ° TCH 52 . RWY 31: MALSR. PAPI(P4L)—GA 3.0 ° TCH 52 . RWY 07–25: H6881X150 (ASPH–GRVD) 2D–180 HIRL 0.6% up W RWY 07: REIL. PAPI(P4L)—GA 3.0 ° TCH 47 . Tank. RWY 25: REIL. PAPI(P4L)—GA 3.0 ° TCH 54 . RUNWAY DECLARED DISTANCE INFORMATION RWY 07:
S–91, D–114, 2S–145,
TORA–6881 TODA–6881 ASDA–6830 LDA–6830 TORA–6900 TODA–6900 ASDA–6900 LDA–6900 TORA–6881 TODA–6881 ASDA–6881 LDA–6881 TORA–6900 TODA–6900 ASDA–6900 LDA–6900
RWY 13:
RWY 25:
RWY 31:
AIRPORT REMARKS: Attended Mon–Fri 1100–0600Z ‡ , Sat–Sun 1100–0400Z ‡ . For attendant other times call 605–224–9000/8621. Arpt conditions unmonitored during 0530–1000Z ‡ . Numerous non–radio acft operating in area. Birds on and invof arpt and within a 25 NM radius. No line of sight between rwy ends of Rwy 07–25. ARFF provided for part 121 air carrier ops only. 48 hr PPR for unscheduled acr ops involving acft designed for 31 or more passenger seats call 605–773–7447 or
605–773–7405. Taxiway C is 50 wide and restricted to acft 75,000 pounds or less. ACTIVATE HIRL Rwy 13–31 and Rwy 07–25, MALSR Rwy 31, REIL Rwy 07, Rwy 13 and Rwy 25, PAPI Rwy 07, Rwy 25, Rwy 13 and Rwy 31—CTAF 122.7. NOTE: See Special Notices Section— Aerobatic Practice Areas. WEATHER DATA SOURCES: ASOS 119.025 (605) 224–6087. HIWAS 112.5 PIR. COMMUNICATIONS: CTAF 122.7 UNICOM 122.95 RCO 122.2 (HURON RADIO) R MINNEAPOLIS CENTER APP/DEP CON 125.1 RADIO AIDS TO NAVIGATION: NOTAM FILE PIR. (L) VORTACW 112.5 PIR Chan 72 N44 ° 23.67 W100 ° 09.77 251 ° 5.3 NM to fld. 1789/11E. HIWAS. ILS/DME 111.9 I–PIR Chan 56 Rwy 31. Class IA ILS GS unusable for coupled apch blo 2,255 . GS unusable blo 2135 .
N43 ° 01.35 W102 ° 30.66
PINE RIDGE
(IEN)
2 E UTC 7( 6DT)
CHEYENNE
3333 B NOTAM FILE IEN RWY 12–30: H5000X60 (ASPH)
H–5B, L–12G
S–12 MIRL 0.7% up SE
IAP
RWY 12: P–line. RWY 30: PAPI(P2L)—GA 3.0 ° TCH 26 . Fence. RWY 06–24: H3003X50 (ASPH)
S–12 0.7% up NE
RWY 24: Fence. AIRPORT REMARKS: Unattended. Rwy 06–24 CLOSED indef. MIRL Rwy 12–30 and PAPI Rwy 30 opr dusk–0530Z ‡ , after 0530Z ‡ ACTIVATE—CTAF. WEATHER DATA SOURCES: ASOS 126.775 (605) 867–1584. COMMUNICATIONS: CTAF 122.9 DENVER CENTER APP/DEP CON 127.95 RADIO AIDS TO NAVIGATION: NOTAM FILE RAP. RAPID CITY (H) VORTAC 112.3 RAP Chan 70 N43 ° 58.56 W103 ° 00.74 146 ° 61.3 NM to fld. 3160/13E.
F igure 77.— Chart Supplements U.S. (formerly Airport/Facility Directory).
77
Appendix 2
F igure 80.— Sectional Chart Excerpt. NOTE: Chart is not to scale and should not be used for navigation. Use associated scale.
80
Appendix 2
216
COLORADO
N38 ° 42.25 W107 ° 38.62
CRAWFORD
(99V)
2 W UTC 7( 6DT)
DENVER
6470 S2 OX 4 TPA—7470(1000)
NOTAM FILE DEN
L–9E
RWY 07–25: H4900X20 (ASPH) RWY 07: VASI (NSTD). Trees. RWY E–W: 2500X125 (TURF) RWY E: Rgt tfc.
LIRL (NSTD)
RWY 25: VASI (NSTD) Tank. Rgt tfc.
RWY W: Trees. AIRPORT REMARKS: Attended continuously. Rwy 07–25 west 1300 only 25 wide. Heavy glider ops at arpt. Land to the east tkf to the west winds permitting. 100LL fuel avbl for emergency use only. Pedestrians, motor vehicles, deer and wildlife on and invof arpt. Unlimited vehicle use on arpt. Rwy West has +15 building 170 from thld 30 left, +10 road 100 from thld centerline. + 45 tree 100 L of Rwy 07 extended centerline 414 from rwy end. 8 to 20 terrain off both sides of first 674 of Rwy 25 end. E–W rwy occasionally has 6 inch diameter irrigation pipes crossing rwy width in various places. Rwy 07 has 20 trees and –10 to 20 terrain 20 right of rwy first 150 . E–W rwy consists of + 12 inch alfalfa vegetation during various times of the year. Arpt lgts opr dusk–0800Z ‡ . Rwy 07 1 box VASI left side for local operators only or PPR call 970–921–7700 or 970–921–3018. Rwy 07–25 LIRL on N side from Rwy 25 end W 3800 . Rwy 07 1300 from end E 300 . No thld lgts Rwy 07–25 3800 usable for ngt ops. COMMUNICATIONS: CTAF/UNICOM 122.8 RADIO AIDS TO NAVIGATION: NOTAM FILE MTJ. MONTROSE (H) VORW/DME 117.1 MTJ Chan 118 N38 ° 30.39 W107 ° 53.96 033 ° 16.9 NM to fld. 5713/12E.
CREEDE
N37 ° 49.33 W106 ° 55.79
MINERAL CO MEM
(C24)
2 E UTC 7( 6DT)
DENVER
8680 NOTAM FILE DEN RWY 07–25: H6880X60 (ASPH)
H–3E, L–9E
S–12.5, D–70, 2D–110
RWY 07: Thld dsplcd 188 . RWY 25: Road. AIRPORT REMARKS: Unattended. Elk and deer on and invof arpt. Glider and hang glider activity on and in vicinity of arpt. Mountains in all directions. Departure to NE avoid over flight of trailers and resident homes, climb to 200 above ground level on centerline extended prior to turn. Acft stay to right of valley on apch and/or departure route. 2 cable fence around apron. COMMUNICATIONS: CTAF 122.9 RADIO AIDS TO NAVIGATION: NOTAM FILE DEN. BLUE MESA (H) VORW/DME 114.9 HBU Chan 96 N38 ° 27.13 W107 ° 02.39 158 ° 38.1 NM to fld. 8730/14E.
CUCHARA VALLEY AT LA VETA
(See LA VETA)
DEL NORTE
N37 ° 42.83 W106 ° 21.11
ASTRONAUT KENT ROMINGER 7949 NOTAM FILE DEN RWY 06–24: 6050X75 (ASPH)
(8V1)
3 N UTC 7( 6DT)
DENVER
H–3E, L–9E
1.1% up SW
RWY 03–21: 4670X60 (TURF–DIRT) RWY 21: Mountain. AIRPORT REMARKS: Unattended. Wildlife on and invof arpt. Unlimited vehicle access on arpt. Mountainous terrain surrounds arpt in all directions. COMMUNICATIONS: CTAF 122.9 RADIO AIDS TO NAVIGATION: NOTAM FILE ALS. ALAMOSA (H) VORTACW 113.9 ALS Chan 86 N37 ° 20.95 W105 ° 48.93 298 ° 33.7 NM to fld. 7535/13E.
F igure 81.— Chart Supplements U.S. (formerly Airport/Facility Directory).
81
• Permission from ATC
Controlled airspace is a generic term that covers the different classifications of airspace and defined dimensions within which air traffic control (ATC) service is provided in accordance with the airspace classification. Controlled airspace that is of concern to the remote pilot is: • Class B airspace : major airports. Solid Blue Lines ("Big City") Class B airspace is generally airspace from the surface to 10,000 feet mean sea level (MSL) • Class C airspace : ("City airports ") Solid Magenta Lines Class C airspace is generally airspace from the surface to 4,000 feet above the airport elevation (charted in MSL) • Class D airspace : ("Dinky Dime Size ") small airports. (Dash Blue Lines) Class D airspace is generally airspace from the surface to 2,500 feet above the airport elevation (charted in MSL) • Class E Airspace : "Everywhere" Class E airspace is the controlled airspace not classified as Class A, B, C, or D airspace. Dash Magenta Lines • Uncontrolled Airspace Class G Airspace " Uncontrolled " airspace Class G airspace is the portion of the airspace that has not been designated as Class A, B, C, D, or E. It is therefore designated uncontrolled airspace. Class G airspace extends from the surface to the base of the overlying Class E airspace. A remote pilot will not need ATC authorization to operate in Class G airspace.
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