Overview of Part 107 Operating Regulations

This chapter covers the core operational rules that govern all civil small unmanned aircraft system (sUAS) operations conducted under 14 CFR Part 107. The knowledge tested in this area requires the remote pilot to understand the regulatory limitations placed on the aircraft, the responsibilities of the person in command, the conditions under which certain operations may or may not be conducted, and the procedures required when deviations or accidents occur.

Part 107 establishes a comprehensive framework designed to integrate small UAS operations safely into the National Airspace System (NAS). The rules address operational ceilings such as speed and altitude, visual line of sight (VLOS) requirements, right-of-way duties, airspace authorizations, safe-condition mandates, and administrative obligations including accident reporting and records retention. A thorough understanding of these regulations is essential for safe, legal, and professional remote pilot operations.

Key Concepts in Part 107 Regulations

Small Unmanned Aircraft System Definition

Under Part 107, a small unmanned aircraft is defined as an unmanned aircraft weighing less than 55 pounds (25 kg) on takeoff, including everything that is on board or otherwise attached to the aircraft. The small unmanned aircraft system includes the unmanned aircraft itself along with its associated elements, such as the control station and command and control links. Remote pilots must recognize that this weight threshold applies at the moment of takeoff and includes all payloads, cameras, sensors, and any additional equipment attached to the aircraft.

Remote Pilot in Command Authority and Responsibility

The remote pilot in command (Remote PIC) holds direct responsibility for and is the final authority as to the operation of the small UAS. This concept, codified in 14 CFR §107.19, places the burden of decision-making squarely on the remote pilot, regardless of who may be acting as the person manipulating the flight controls. The remote PIC must ensure compliance with all applicable regulations and must exercise sound judgment even when unanticipated circumstances arise. Responsibilities include, but are not limited to:

Conducting the required preflight inspection

Ensuring the aircraft is in a condition for safe operation

Maintaining situational awareness of the aircraft, airspace, and environment

Complying with all operating limitations, including speed, altitude, and line of sight

Reporting accidents to the FAA when required

Yielding right of way to all other aircraft

The remote PIC cannot delegate these ultimate responsibilities, even when a visual observer or another person is assisting with the operation.

Operational Limitations

Maximum Groundspeed

14 CFR §107.51 establishes a maximum groundspeed of 87 knots (100 miles per hour) for small unmanned aircraft. This limit applies to all operations conducted under Part 107 unless a specific waiver has been granted. The groundspeed limit serves multiple safety purposes:

It reduces the risk of collision by limiting the closure rate between the sUAS and other objects or aircraft

It helps maintain the ability of the remote pilot to track and control the aircraft visually

It ensures the aircraft remains within predictable operational parameters for the NAS

There is no lower speed limit specified in Part 107, but the remote pilot must always select a speed that allows the operation to be conducted safely and within the constraints of visual line of sight.

Maximum Altitude and the Structure Exception

The standard maximum altitude for small UAS operations is 400 feet above ground level (AGL). This base limit exists to maintain separation from manned aircraft, which generally operate above this altitude except during takeoff, landing, or specific low-altitude operations.

Part 107 provides an important exception to this general rule. Under §107.51, a small UAS may operate above 400 feet AGL under the following conditions:

The aircraft must be operated within a 400-foot radius of a structure

The aircraft must not exceed 400 feet above the structure's uppermost limit

This exception was designed to support infrastructure inspection activities such as tower inspections, bridge surveys, and building assessments. For example, a telecommunications tower that extends 500 feet AGL may be inspected by a UAS flying up to 900 feet AGL, provided the aircraft stays within a 400-foot horizontal radius of the tower and does not climb higher than 400 feet above the tower's top.

The remote pilot must understand that:

The structure itself does not need to be the subject of the operation; it may be any man-made structure such as a building, tower, bridge, or fence

The 400-foot horizontal radius is measured from the structure's lateral extent, not from its center

Being within 400 feet of a structure does not remove the requirement to comply with airspace authorizations (Class B, C, D, or E surface area)

The exception applies only to altitude, not to speed, line of sight, or other operational rules

The previous regulatory language that included a 100-foot buffer above the structure has been removed in current rules; the modern standard is 400 feet above the uppermost limit of the structure.

Visual Line of Sight Requirements

One of the most fundamental operational requirements in Part 107 is the visual line of sight (VLOS) mandate, found in 14 CFR §107.31. The regulation requires that the remote PIC, the visual observer (if used), and the person manipulating the flight controls must be able to see and track the small UAS with unaided vision at all times while in flight.

Key elements of the VLOS requirement include:

Unaided vision means vision not assisted by any device other than corrective lenses (prescription eyeglasses or contact lenses). Binoculars, telescopes, or similar magnifying devices are not acceptable substitutes for standard vision, even though they may enhance the ability to see the aircraft at greater distances

First-person view (FPV) camera systems do not satisfy the VLOS requirement. While an FPV camera may help the pilot maintain orientation or frame a photograph, the remote pilot or visual observer must still be able to physically see the aircraft with unaided vision

Visual contact must be maintained at all times. The aircraft must be visible to the remote PIC and/or visual observer continuously, without interruption

Losing line of sight requires immediate corrective action. If visual contact is lost and cannot be quickly regained, the remote PIC must terminate the flight as soon as safely possible

The purpose of the VLOS rule is to ensure that the remote pilot can maintain situational awareness of the aircraft's position relative to other obstacles, terrain, and other aircraft, and to see and avoid potential conflicts.

Visual Observers

Under 14 CFR §107.33, a visual observer (VO) may be used to help the remote pilot maintain visual line of sight. The visual observer serves as an assistant whose primary role is to visually track the aircraft and communicate its position to the remote PIC.

Requirements for using a visual observer:

The visual observer must be able to see the small UAS with unaided vision throughout the flight

The remote PIC must maintain effective communication with the visual observer at all times during the operation

The visual observer's role is to assist with VLOS; the remote PIC remains ultimately responsible for compliance with all regulations

The remote PIC may rely on the visual observer for line of sight when the observer has a clear view of the aircraft, such as when the aircraft passes behind an obstruction that blocks the remote PIC's direct line of sight but not the observer's

It is important to note that a visual observer must be designated and coordinated before the flight. Randomly requesting a bystander to watch the aircraft does not satisfy the intended role of a formal visual observer.

Right-of-Way Rules

14 CFR §107.37 establishes clear right-of-way requirements for small UAS operations. The fundamental principle is that a small UAS must yield the right of way to all other aircraft, including all manned aircraft, whether lighter than air, powered, or glider. The remote pilot must:

Observe the airspace around the UAS continuously for potential conflicts

Take evasive action when another aircraft approaches, regardless of which aircraft technically has the right of way under other rules

Never operate the small UAS so close to another aircraft as to create a collision hazard

Never operate the UAS in a manner that interferes with manned aircraft operations

This regulation applies to all manned aircraft, including airplanes, helicopters, gliders, balloons, and ultralights. The remote pilot must take proactive action—such as descending, changing course, or landing—to avoid any potential conflict. The rule does not require that a collision be imminent; rather, the remote pilot must exercise vigilance and take action whenever a potential collision hazard is identified.

Careless or Reckless Operation

14 CFR §107.23 prohibits operating a small UAS in a manner that is careless or reckless and that endangers the life or property of another. This is a general safety rule that applies in addition to the more specific operational regulations. Examples of careless or reckless operation include:

Flying directly over non-participating persons without authorization

Flying in a manner that creates an unreasonable risk to persons or property on the ground

Operating the aircraft in a way that creates a hazard to other aircraft

Ignoring obvious hazards or failing to exercise basic operational prudence

The standard for "careless or reckless" is based on what a reasonable remote pilot would consider safe under the circumstances. The remote PIC must exercise sound judgment and prioritize safety at all times.

Operations from Moving Vehicles

14 CFR §107.25 addresses operations from moving vehicles, permitting a remote pilot to operate a small UAS from a moving land or water vehicle only when:

The operation is conducted over a sparsely populated area

The operation does not involve transporting property for compensation or hire

This exception recognizes that certain legitimate inspection or survey missions—such as pipeline patrols, fence line surveys, or bridge inspections over water—may require launching and operating from a slowly moving vessel or vehicle. The requirement that the area be sparsely populated is critical; it prevents operations from moving vehicles in congested urban or suburban environments where the risk to persons on the ground is significantly higher.

When operating from a moving vehicle, the remote pilot must still comply with all other applicable Part 107 rules, including visual line of sight, maximum speed, and right-of-way requirements. There is no requirement for a separate driver or for any specific visual observer arrangement beyond what is otherwise required.

Night Operations

Night operations under Part 107 are governed by 14 CFR §107.29. Current regulations permit night operations without a waiver, provided that the following conditions are met:

The remote pilot must have completed the initial knowledge test or recurrent training that includes night operations content

The small UAS must be equipped with anti-collision lighting that is visible for at least 3 statute miles

The anti-collision lighting must have a flash rate sufficient to avoid a collision

The remote PIC may also use a visual observer to assist with night visibility

Night is defined in Part 107 as the time between the end of evening civil twilight and the beginning of morning civil twilight, as defined by the U.S. Naval Observatory or other reliable astronomical reference.

The remote pilot must understand that the anti-collision lighting is mandatory for all night operations, regardless of the illumination provided by navigation lights, landing lights, or any external lighting. The requirement is specifically for anti-collision strobe or strobe-like lights visible from 3 statute miles.

Airspace Authorization Requirements

Controlled Airspace

14 CFR §107.43 prohibits operating a small UAS in Class B, Class C, or Class D airspace, or within the lateral boundaries of the surface area of Class E airspace designated for an airport, unless the remote pilot has obtained prior authorization from the appropriate Air Traffic Control (ATC) facility.

Key points for the remote pilot:

Prior authorization means obtaining approval before entering the airspace; it cannot be obtained retroactively

Authorization may be obtained through FAA-approved systems such as LAANC (Low Altitude Authorization and Notification Capability) or through an authorization request submitted to the FAA

The authorization may specify certain conditions, such as altitude ceilings, operational windows, or communication requirements that must be followed

Class E airspace that is not within the lateral boundaries of an airport's surface area (such as en route Class E airspace beginning at 700 or 1,200 feet AGL) does not require authorization for UAS operations, provided the flight remains within the 400-foot altitude limit or authorized structure exception

Class G (uncontrolled) airspace requires no ATC authorization

Restricted and Prohibited Areas

14 CFR §107.41 restricts small UAS operations in certain areas defined under 14 CFR Part 73, including restricted areas, prohibited areas, and Temporary Flight Restrictions (TFRs). The remote pilot must verify the airspace status before each flight.

If an aircraft inadvertently enters a restricted or prohibited area—even due to a lost-link event or systems failure—the remote pilot should:

Regain control as soon as possible and exit the airspace immediately

Report the inadvertent airspace penetration to the FAA as soon as practical

Document the event as part of operational records

Inadvertence does not excuse a violation; the remote pilot is responsible for ensuring that operations do not enter prohibited or restricted areas.

Preflight Inspection and Safe Condition Requirements

The Remote PIC's Preflight Duty

14 CFR §107.49 requires the remote pilot in command to check the small UAS before each flight to ensure it is in a condition for safe operation. This is a mandatory preflight duty and is separate from the broader safe-condition requirement in §107.15.

The preflight inspection must include:

Verification that all control systems function properly

Inspection of the airframe, propellers, motor mounts, and other structural components for damage or defects

Confirmation that the battery or power source is adequately charged and properly secured

Verification that the command and control link is functioning

Evaluation of any other systems or components necessary for the specific operation

The remote PIC may not delegate the ultimate responsibility for this inspection. Even if a maintenance technician has inspected the aircraft, the remote PIC must personally verify the aircraft's condition before flight.

Condition for Safe Operation

14 CFR §107.15 prohibits any person from operating a civil small UAS unless it is in a condition for safe operation. This is an ongoing obligation that applies at all times, not only at the beginning of a flight. If a condition arises during flight that affects the safety of the aircraft or operation, the remote pilot must take immediate corrective action.

The remote PIC must be familiar with the manufacturer's maintenance and inspection instructions. If the manufacturer specifies that a particular component, such as a cracked propeller, must be replaced, the remote PIC must comply with that instruction. Operating with known damage, even if the damage appears minor, violates the condition-for-safe-operation requirement.

A cracked propeller, chipped rotor blade, cracked motor mount, or any other structural defect makes the aircraft unsafe to fly until repaired. The remote PIC must not fly the aircraft until all known defects are corrected with proper replacement parts installed according to the manufacturer's instructions. Using tape, improvised repairs, or non-approved substitute parts does not satisfy the safe condition requirement.

The Remote PIC's Responsibility for Final Safety Authority

The remote PIC is the final authority on whether the aircraft is safe to fly. This concept, combined with the authority granted in §107.19, means that:

Even if a crew member, maintenance technician, or supervisor claims the aircraft is safe, the remote PIC must independently verify its condition

The remote PIC must refuse to fly if any doubt exists about the aircraft's safety

The remote PIC cannot be compelled to fly an aircraft that is not in a condition for safe operation

Emergency Procedures and Deviations

In-Flight Emergencies

14 CFR §107.21 specifically recognizes that an in-flight emergency may require the remote pilot to deviate from any rule of Part 107 to the extent necessary to meet the emergency. This provision exists to ensure that the remote pilot prioritizes safety over strict regulatory compliance when an emergency situation arises.

Key aspects of this provision:

The emergency must be real and immediate. The remote pilot must genuinely perceive an urgent threat to safety that requires deviation

The deviation must be limited to what is necessary to address the emergency. Wholesale abandonment of all operating rules is not justified unless required

The remote pilot should document the nature of the emergency and any deviations taken

The remote pilot may need to provide an explanation to the FAA if requested regarding the deviation

An example of a justified emergency deviation would be steering the aircraft away from a group of people and making an emergency landing in a location that would otherwise be prohibited, such as a roadway in a densely populated area. The sudden loss of control or the presence of an imminent hazard justifies the immediate action necessary to prevent injury or property damage.

The remote pilot must use sound judgment and prioritize human safety above all other considerations in an emergency.

Waiver Provisions

Petitioning for Waivers

14 CFR §107.5 allows persons to petition the FAA for a waiver of certain Part 107 provisions. The FAA may grant a waiver if it finds that the proposed operation can be conducted safely and in the public interest.

Common waiver requests include:

Beyond Visual Line of Sight (BVLOS) operations: A waiver to §107.31 is required for operations where the remote pilot or visual observer cannot maintain unaided visual contact with the aircraft throughout the flight. These waivers may be granted for long-range inspection of pipelines, transmission lines, or other infrastructure where maintaining VLOS is impractical

Operations over people: A waiver to the restriction on flying over non-participating persons may be requested for certain types of operations

Speed or altitude waivers: Larger altitude waivers may be granted for specific purposes

The remote pilot should understand that:

A waiver is not automatic; it is granted only upon a showing of safety

The waiver process requires submission of a detailed proposal to the FAA

The waiver may contain specific limitations and conditions that must be strictly followed

Operations conducted under a waiver must still comply with all other Part 107 rules that were not waived

The mere fact that a rule is waivable does not mean the remote pilot may deviate from it without an approved waiver. All applicable rules remain in effect until the FAA grants specific relief.

Accident Reporting Requirements

The $500 Property Damage Threshold

14 CFR §107.9 requires the remote pilot in command to report an accident to the FAA within a specified time frame when the operation results in:

Serious injury to any person

Loss of consciousness

Death

Property damage (other than to the sUAS itself) exceeding $500

The reporting threshold for property damage is based on the damage to other property, not including damage to the small unmanned aircraft. For example, if a UAS collision causes $600 in damage to a car windshield, the accident must be reported because the damage to the third-party vehicle exceeds $500, even if the UAS itself sustained additional damage.

The administrative terms of the reporting requirement:

The report must be submitted to the FAA no later than 10 days after the operation

The report should include details of the incident, including the location, aircraft involved, nature of the damage or injury, and operational circumstances

The report may be submitted electronically through FAA-approved mechanisms or through other designated reporting channels

Distinguishing NTSB Reporting from FAA Reporting

Remote pilots should understand the distinction between reporting requirements under 49 CFR Part 830 (which applies to the NTSB) and those under Part 107 (which apply to the FAA). The NTSB has its own reporting requirements for certain manned-aircraft accidents, but for small UAS operations, the specific reporting requirement is found in Part 107 and is directed to the FAA. The remote pilot must comply with the Part 107 reporting requirement regardless of any additional NTSB obligations that may or may not apply.

The accident report is not filed through FAA Form 337 (which is used for major repairs and alterations of type-certificated aircraft) nor is the report directed to local law enforcement. The report must be filed with the FAA through the appropriate accident reporting process.

Documentation and Records

Documents Required on Request

Under 14 CFR §107.36, the remote pilot must present certain documentation upon request from the FAA or authorized personnel. The documents that must be available include:

The remote pilot certificate with a small UAS rating

A government-issued photo identification

The aircraft registration certificate for the small UAS

These documents must be presented when requested by FAA inspectors, law enforcement officers, or authorized representatives. The remote pilot should ensure these documents are readily accessible during all Part 107 operations.

Maintenance logs, FAA Form 337, or other maintenance documentation may be required under separate record-keeping provisions but are not among the in-flight documents that must be produced on request during routine enforcement activity.

Maintenance and Inspection Records

14 CFR §107.59 requires the remote pilot or owner to maintain records documenting:

Each time the small UAS is maintained

Each time the small UAS is inspected

Each time the small UAS is altered

These records must be made available to the FAA upon request. The record-keeping requirement parallels the documentation obligations that apply to manned aircraft under 14 CFR Part 43, emphasizing the FAA's interest in maintaining a complete maintenance history for all aircraft operating in the NAS, including unmanned systems.

The remote pilot should establish a record-keeping system that captures:

Date of maintenance, inspection, or alteration

Description of the work performed

Personnel who performed the work

Any findings or discrepancies identified and corrected

References to manufacturer's instructions or other applicable standards

Certification and Registration

Part 107 requires two separate administrative prerequisites for commercial operations:

Remote Pilot Certification (§107.12): Any person operating a small UAS under Part 107 must hold a remote pilot certificate with a small UAS rating. This certification is obtained by passing the FAA Unmanned Aircraft General (UAG) knowledge test and completing the application process. An aircraft maintenance certificate does not substitute for a remote pilot certificate for UAS operations

Aircraft Registration (§107.13): The small UAS must be registered with the FAA. Registration is aircraft-specific and must be current. Commercial operations must register each UAS individually, not as a fleet

Both certification and registration are mandatory for non-recreational operations. The fact that an individual holds other aviation credentials does not create an exception to these Part 107 requirements.

Alcohol and Drugs

14 CFR §107.27 establishes specific prohibitions regarding alcohol and drugs:

No person may act as a remote pilot or visual observer while using any drug that affects the faculties of the person in any way contrary to safety

No person may act as a remote pilot or visual observer while under the influence of alcohol

The regulation also incorporates the well-known "8 hours from bottle to throttle" rule by reference to the blood alcohol concentration limits and restrictions found in 14 CFR §91.17. Under this standard:

A remote pilot must wait at least 8 hours after consuming alcohol before acting as a remote PIC or visual observer

A remote pilot may not act with a blood alcohol concentration of 0.04% or greater

The remote pilot must not be under the influence of any drug that impairs mental or physical faculties

The remote pilot must exercise personal judgment even beyond the 8-hour rule. If any impairment remains after 8 hours—for example, due to the volume of alcohol consumed or the use of prescription or over-the-counter medications that cause drowsiness or reduced reaction time—the remote pilot must not operate. The 8-hour rule is a minimum, not a safe harbor.

Summary of Key Regulatory References

Topic	Regulation	Key Requirement
Remote PIC authority	§107.19	Remote PIC is final authority for the operation
Emergency deviation	§107.21	Deviations permitted to extent necessary to meet emergency
Careless/reckless operation	§107.23	Prohibited to endanger life or property
Moving vehicle operation	§107.25	Allowed over sparsely populated areas, no property transport
Alcohol and drugs	§107.27	8-hour rule; 0.04% BAC; no impairing drugs
Night operations	§107.29	Anti-collision lighting visible 3 SM; training required
Visual line of sight	§107.31	Maintain unaided visual contact at all times
Visual observers	§107.33	VO may assist, must communicate, must see UAS
Right of way	§107.37	Yield to all aircraft; avoid collision hazard
Restricted areas	§107.41	No operations in restricted/prohibited areas without approval
Airspace authorization	§107.43	ATC authorization for Class B/C/D and Class E surface areas
Preflight inspection	§107.49	Remote PIC must inspect aircraft before each flight
Speed limit	§107.51(a)	87 knots (100 mph) maximum groundspeed
Altitude limit	§107.51(b)	400' AGL; structure exception with 400' radius and 400' above structure
Safe condition	§107.15	Aircraft must be in condition for safe operation
Accident reporting	§107.9	FAA report within 10 days; $500 property damage threshold; serious injury; death
Waivers	§107.5	Petition FAA; granted if safe and in public interest
Certification	§107.12	Remote pilot certificate with sUAS rating
Registration	§107.13	UAS must be registered
Documents on request	§107.36	Remote pilot certificate, ID, aircraft registration
Record retention	§107.59	Maintenance/inspection/alteration records available to FAA

Common Relationships Between Concepts

The Safety Chain: Preflight, Safe Condition, and Line of Sight

These three concepts work together to create a continuous safety framework:

Before flight: The remote PIC performs the preflight inspection to verify the aircraft is in a condition for safe operation (§107.49, §107.15). Any structural defect such as a cracked propeller must be corrected before flight

During flight: The remote PIC must maintain visual line of sight (§107.31) so that the aircraft remains under positive control and so that developing hazards can be identified and avoided

If VLOS is lost: The remote PIC must take immediate action to regain sight. If unable, the flight must be terminated. Losing line of sight is not a momentary inconvenience; it is a violation that requires corrective action

The Structure Exception and Airspace Interaction

The structure exception to the 400-foot altitude limit does not exist in isolation. A remote pilot flying above 400 feet AGL near a structure must still consider:

The airspace classification above the surface. In Class G airspace, no authorization is needed; in controlled airspace, the remote pilot must obtain ATC authorization in addition to complying with the altitude structure exception

The maximum speed limit of 87 knots remains in effect regardless of altitude

The right-of-way rules require vigilance for manned aircraft, which may be operating at altitudes above 400 feet AGL

Accident Reporting and Record Retention

Accident reporting (§107.9) and record retention (§107.59) are separate but complementary obligations:

An accident that exceeds the reporting threshold must be reported to the FAA within 10 days

The remote pilot should also retain records related to any accident, including the circumstances, response actions, and any maintenance performed as a result

Both obligations serve the FAA's safety data collection function and must be taken seriously

Remote PIC Authority and Preflight Responsibility

The remote PIC's authority as final decision-maker (§107.19) directly supports the preflight inspection requirement (§107.49) and the safe condition requirement (§107.15). Because the remote PIC is ultimately responsible for the safety of the operation, the PIC must:

Personally verify the aircraft's condition

Refuse to fly if any defect is found

Not be pressured by employers, clients, or crew members into operating an unsafe aircraft

Take responsibility for all decisions made during the flight

This authority-responsibility relationship reinforces the professional judgment expected of every remote pilot.

Part 107 Regulations (14 CFR 107)