Have you ever considered flying a drone to get paid? Ever have a real estate friend ask if you’d pull that old DJI phantom off the shelf and take a few photos for some side cash? If you have or if you do, the Federal Aviation Administration (FAA) says you’ll need to obtain a Remote Pilot Certificate or face stiff penalties.
Getting Started
The FAA considers any payment or compensation received for any drone flight as a commercial operation. The FAA publishes the rules that define commercial drone operations in the Code of Federal Regulations under Title 14: Aeronautics and Space. This is commonly referred to in the aviation industry as the FARs or Federal Aviation Regulations. Part 107 of the FARs specifically applies to the registration, certification, and operation of small unmanned aircraft systems (sUAS or simply “drones”) within the United States. You can read our complete guide to part 107 operations for a more detailed overview.
Initial training
In order to obtain a remote pilot certificate from the FAA that grants you the privilege of operating a drone for commercial purposes, you must pass a knowledge test at an approved FAA testing center. You must be at least 16 years of age and able to read, write and understand the English language in order to be eligible. If you are already a certified Part 61 pilot (Private, Commercial, ATP) with a current flight review, the requirements are much easier. You simply need to complete the initial online Part 107 Small Unmanned Aircraft Systems training located within the FAA Safety Team website.
Either method then requires the individual to complete and submit the Remote Pilot Certificate and/or Rating Application for a Remote Pilot Certificate which is typically accomplished with an online form. A Part 61 aircraft pilot must also contact the local FSDO, a Designated Examiner, or a certified flight instructor to finalize the application. A temporary certificate is typically issued immediately. A permanent plastic certificate will be mailed once the application is processed by the FAA.
If you’re considering taking the written exam, there are no prerequisites except to schedule an appointment with an approved testing facility and payment is usually taken upfront. The test consists of 60 multiple choice questions with a two-hour time limit. A score of 70% or better is required to pass. Since there are no prerequisites to take the exam, one could simply show up and attempt to pass. But, the same fee applies to every retest after a 14 day waiting period, so it might be a good idea to do a little studying beforehand.
The exam will test your knowledge on subject matters such as:
Regulations, limitations, and flight operations
Airspace classification and flight restrictions
Aviation weather sources and effects of weather
Aircraft loading
Emergency procedures
Crew resource management (CRM)
Radio communications
Determining the performance of the small unmanned aircraft
Physiological effects of drugs and alcohol
Aeronautical decision-making (ADM)
Airport operations
Maintenance and preflight inspection
Operation at night
Once you’ve decided it’s a good idea to take the leap and become a certified remote pilot you’ll need to find a method of study. You could consider a full-blown drone training course either in person or online that should provide all the necessary knowledge to be a safe drone pilot.
The more common method for preparing for the FAA knowledge test is to use a dedicated test prep course, like Sporty’s Remote Pilot Test Prep. The proprietary test bank includes over 300 questions with answers and detailed explanations complete with references. The FAA offers a wide variety of training material and resources, which are all included in the test prep products. The course is available for all the major multiple platforms including online, iOS, and Android, allowing you to choose which is best for you.
Whichever route you choose, the steps to become a certified remote pilot are relatively easy and it can open up tremendous opportunities. Or it might just be cheap insurance if an opportunity arises that requires you to have official paperwork. Remember too if you are looking to fly a drone just for fun, there is no required training or testing. We’d still recommend completing one of the training options, either a test prep product or the course on the FAA Safety site, to become familiar with the regulations and know where you can and cannot fly.
Recurrent training
Every remote pilot will be required to undergo recurrent training every 24 calendar months if they wish to continue to enjoy the privileges of commercial drone flight. Fortunately, this recurrent training is much easier now with the recent changes. Previously, a recurrent knowledge test from an approved testing facility along with the associated fee was required to maintain remote pilot currencies. Part 61 pilots could bypass the knowledge test by completing a biannual flight review and finish the recurrent training module on the FAA Safety Team website.
New regulations drop the requirement for an official knowledge test or for a biannual flight review. All remote pilot certificate holders must simply complete the FAA’s recurrent training course every 24 months and hang on to the completion certificate. If a part 61 pilot does possess a current flight review, then they may opt for the simplified recurrent training option designed specifically for such pilots.
Recent Additional Privileges
In 2021 the FAA expanded the privileges of a Remote Pilot under part 107. These new rules allow drones to be flown at night and over people with certain restrictions. Any applicant who passes the knowledge test after April 5th, 2021 automatically receives those privileges. Not so for any Remote Pilot who passed the test or completed recurrent training before that date.
Any existing remote pilot who wants to operate at night and/or fly over people and otherwise meets the restrictions set out in part 107 must complete additional training. Fortunately, to satisfy the new requirements, you do not need to take another official FAA knowledge test. The pilot must simply complete the UAS recurrent training from the FAA Safety website, even if it’s well before the 24 calendar month deadline for recurrent training. Once the training is complete and a completion certificate is obtained, the remote pilot may now exercise the new privileges. If you don’t plan to fly at night over people then no action is necessary until your next renewal date.
Night Flight
Until now, the closest a commercial drone operator could fly at night was during civil twilight. This is defined (in the contiguous U.S.) as 30 minutes before sunrise or 30 minutes after sunset. This time of day was permitted as long as the aircraft was equipped with anti-collision lighting visible up to three statute miles from the control station.
Now, FAR 107.29 has been expanded to allow sUAS flight at night with the same limitations applied to civil twilight. Further training on night flight physiology and illusions as well as obstacle avoidance have been added to FAA safety curriculum. New applicants will also see additional questions pertaining to these topics on the knowledge test.
Remote Identification
Similar to an ADS-B transponder in full-scale aircraft, the FAA has now developed a broadcast identification protocol for unmanned aircraft. An entirely new chapter in the code of regulation, which you can find in FAR part 89, has been created just to define this protocol. The good news is that remote identification broadcast requirements won’t go into effect until September 2023. The more complicated issue is that remote identification will be required for all commercial drones and the majority of recreational drones.
Remote identification can be accomplished either through a built-in transmitter integrated into the construction of the sUAS, or as a separate module attached to an existing sUAS that you may already own. The broadcast message must include the aircraft serial number, speed, position, altitude, time and the take-off location and altitude.
Drones flown recreationally that weigh less than 0.55 lbs are not required to be equipped with remote ID. However, if a drone weighing less than 0.55 lbs is flown commercially under Part 107, it will require Remote ID. The FAA also has plans to establish recognized identification areas (think Drone parks) that do not require remote identification as long as the operator maintains visual line of sight at all times.
Flight Over People
Part 107 remote pilots will now also be allowed to fly their drones over people, but not first without navigating a spider web of convoluted requirements. Additionally, most all flights over people will first necessitate remote ID as defined in part 89. Once that bridge is crossed you’ll next need to determine which category that your sUAS falls into, which type of people group you need to fly over, and what type of flying you plan to do before knowing if it’s authorized.
The FAA has established four categories of sUAS; the first three are essentially based on weight, speed and the amount of bodily damage that could be inflicted on a human being. The fourth requires an airworthiness certificate similar to a certified aircraft that dictates certain limitations. If your drone is not stamped with the category from the manufacturer, you can follow a complicated procedure and submit a declaration of compliance to the FAA and earn the privilege of flight over people.
Next, you need to figure out what type of people group you may need to fly over. These include an open-air assembly of people, people in a restricted-access site, and just people in general. These groups are only loosely defined in the regulations and it’s up to you as the remote pilot to assess the type of area.
You’re not done yet. If you’ve made it this far, you’ll then be limited to either sustained flight over people or transitioning/temporary flight. Each category/people group/flight type has its own set of restrictions. Similar privileges have also been granted to flight over moving vehicles. You may want to study the part 107 advisory circular for specific examples.
https://media.flighttrainingcentral.com/wp-content/uploads/2021/04/05165737/dronePlane-scaled-1.jpg14402560studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngstudentpltnews2021-04-12 11:20:322021-06-08 19:22:43Here’s What’s New For Remote Pilot and Drone Operators
Just because an airport has a 5,000-foot runway doesn’t mean it’s boring. In fact, Sedona, Arizona (SEZ), might be one of the most beautiful and distinctive arrivals anywhere in the US. Nicknamed the “USS Sedona” for its aircraft carrier-like runway perched atop a mesa. this jewel of the Southwest features stunning views of nearby terrain and a unique view on final approach. Ride along in this video to see what it looks like from the left seat.
https://media.flighttrainingcentral.com/wp-content/uploads/2021/03/05165748/SEZ-overhead.jpg6761200John Zimmermanhttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngJohn Zimmerman2021-04-09 08:55:202021-08-19 13:30:00Video: landing on the “USS Sedona”
The new Microsoft Flight Simulator program is limitless in possibilities, but where do we start? In this video, Sporty’s flight simulator expert Chris McGonegle will take you through those first steps to get airborne. We’ll begin at the home page and cover how to choose an airport, aircraft, release the parking brake, and move to an external view.
https://media.flighttrainingcentral.com/wp-content/uploads/2021/04/05165741/Flight-sim-screenshot.jpg8821568Chris McGoneglehttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngChris McGonegle2021-04-06 11:15:552021-08-19 14:18:45Video: how to get started with Microsoft Flight Simulator 2020
One of the many pre-flight tasks pilots perform on their aircraft involves fuel, and it’s not just confirming you have enough fuel for your flight and the required reserve. Specifically, pilots need to inspect the fuel to make sure it’s the right type and that it is free from contaminants which is where fuel testers come into play. Some pilots call them fuel sumpers (or samplers) or fuel checkers, but most flight schools call them fuel testers. We’ll get to the different models of testers a little later, but let’s talk about what to look for when testing your fuel.
Check the type of fuel
Your aircraft runs on a specific type of fuel. The most common fuel in light aircraft is 100 octane leaded gasoline or 100LL as it’s abbreviated. Yes, most airplanes still use leaded fuel, but a replacement unleaded option is in development (a story for another time). How can you tell if your tank is full of 100LL and not jet fuel by accident? There are two main characteristics that give it away:
Color. 100LL is tinted blue. Once you have sumped your tanks, examine the color. The easiest way to do this is to hold it up against a light-colored background. Most training aircraft have some white paint, so this is a pretty easy task.
Smell. Fuel has a distinctive smell. Jet fuel smells like kerosene (clean diesel), whereas 100LL smells like the premium fuel at the gas station.
Check for contamination
Planes are not like cars. If the engine stops in your car, you coast to the side of the road and call a tow truck. An engine stopping in an airplane is a MUCH larger issue. This is why we ensure our fuel is free from contamination before we punch holes in the sky. There are two primary culprits that contaminate fuel.
Water. Airplane engines can not use water for fuel (yet, come on science!). If water is in your tanks, it’s important to remove it prior to taking off. The sumps on your aircraft are placed in the low points of the fuel system because water is heavier than gas, so if there is any water in your fuel, it should come out when you sump. Usually a few drops of water will look like beads. If you have more water, it’ll appear as a distinct line across the fuel tester. If you’ve just had the aircraft fueled, you’ll want to allow some time for any potential water to settle to the bottom before sumping.
Debris. Most aviation fuel is extremely clean, but that does not mean it’s free from debris. Debris can come from a dirty fuel nozzle when filling your tank, seals that are starting to corrode, or even the walls of your fuel bladder or tank starting to wear out. Most of the time, the debris will be ejected when sumping and will look like little black specs.
Types of Sumps
There are two main types of sumps in aviation. Most Cessna training aircraft will have a push pin style. These are activated by pushing a rod in the center of the fuel drain valve. The second type of fuel drain valve is generally found on Pipers and features two spuds mounted perpendicular to the flow of fuel. Activation of this valve usually involves pushing up on spuds. Some of the Piper style valves can still be activated by a center push pin; however, you should use the spuds when able.
Types of Fuel Testers
Fuel Sampler Cup
This simple, small and inexpensive fuel tester consists of a clear acrylic cup with a rod in the center. The size makes it easy to stow, but the size makes it less than ideal for aircraft with multiple sumps.
Multi-Sump Fuel Tester
This is the fuel sample cup on steroids. The cup is mounted on top of a larger reservoir. Once the fuel in the top cup has been inspected, a simple push on the side of the cup dumps the contents in the larger reservoir. This allows the pilot to hit a bunch of sumps without needing to dump every time.
Sporty’s Fuel Tester
The most popular style of fuel tester is this longer model. It has a screwdriver at one end which makes it convenient for opening a cowling during preflight. The center rod is removable to work with both types of drain valves. Some models have little pieces that are reversible/removable.
GATS Jar
The GATS Jar has room for a lot of fuel and is often used with larger aircraft. The piece that is used to activate the fuel drain can be reversed so it can fit both types of valves. The GATS jar incorporates a screen so you can pour sumped fuel back in your tank if so desired.
What to do with sumped fuel?
Once you have sumped and inspected your fuel, what do you do with it? Here at Sporty’s (like many airports), we have fuel cans stationed around our tie-down area. Sumped fuel can be disposed of in these cans. Some fuel testers have a built in strainer that allows you to dump your fuel back into your tank. The strainer can remove water and contaminants. Old timers might tell you to dump it out on the concrete tie down, or even toss it downwind to let it evaporate. Reminder, this is leaded fuel and it’s 2021 – let’s dispose of it responsibly.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/11/05174922/checking-fuel.jpg10801620studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngstudentpltnews2021-04-05 09:44:062021-06-08 19:22:43A pilot’s guide to fuel testers
The FAA has released a new Advisory Circular (AC) titled Pilot’s Guide to a Preflight Briefing to provide guidance in developing a thoughtful plan for conducting preflight self-briefings including planning, weather interpretation, and risk identification/mitigation skills. In the AC the FAA acknowledges that preferences for obtaining information have evolved and encourages pilots to utilize online automated weather resources to conduct self-briefings even if pilots plan to utilize Flight Service. This allows Flight Service to become a consultative resource that can be utilized when needed.
An additional goal of the new AC is to help pilots be better prepared to interpret and utilize real-time weather information before departure and en route, in the cockpit, via technology like ADS-B and via other providers. The AC also highlights several general operating practices including a breakdown of the different types of briefings along with checklists and links to online resources and guidance material.
Further supporting the guidance provided in the AC, and to help pilots better gather and analyze weather information, is Sporty’s comprehensive online training course, Aviation Weather – A Pilot’s Guide. Weather is a constant challenge for pilots, no matter how many hours you’ve logged or what aircraft you’re flying, but with the right equipment and good training, weather can be safely managed. Aviation Weather includes practical tips for both VFR and IFR pilots. From the basics of stability to pro tips on thunderstorm avoidance and icing conditions, Aviation Weather is packed with information that will make your next flight safer and more comfortable.
https://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.png00studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngstudentpltnews2021-04-02 10:18:432021-06-08 19:22:43FAA releases new advisory circular – Pilot’s Guide to a Preflight Briefing
Sporty’s is much more than just a pilot shop. From the very beginning, our company was based on teaching people how to fly. Today, our successful flight school has hundreds of students and is solely responsible for the University of Cincinnati’s Professional Pilot Program. The plethora of pilot supplies out there can be overwhelming, so students often look to us for advice on what you really need for flight training.
An online video course will save you a lot of time and money.
1. Training Course
If you haven’t already purchased one, the best value in aviation today is Sporty’s Learn to Fly Course. It will give you all the knowledge you need to become a proficient aviator and help you ace your FAA tests. Home study is an essential part of your training and Sporty’s Learn to Fly Course will save you time and money. It works on all your devices and it never expires, so you can buy it once and use it for the rest of your flying career.
2. Headset
Buy the most headset you can afford—ANR if possible.
Airplanes are noisy. In order to communicate in the cockpit (and protect your hearing), you will need a headset. There are tons of different headsets to choose from. Many students start with a passive headset before stepping up to an active noise reduction (ANR) model later on, which are generally much quieter and more comfortable. Our advice: you get what you pay in aviation headsets, so stay away from really cheap models.
Here are our favorites:
David Clark H10-13.4: Classic, been around forever, will last 20 years, but a little tight on the clamping force.
FARO Stealth 2: A little large, but cancels a lot of noise and has Bluetooth. There are both passive and ANR versions available at affordable prices.
Lightspeed Sierra: For less than $700, this entry-level ANR headset is packed with many of the features you find on $1100 headsets.
Bose A30: If money isn’t a deciding factor, this is the headset you want. They are extremely comfortable and super quiet.
3. Books
Two essential books for any pilot.
The Federal Aviation Administration (FAA) publishes several textbooks that are often considered as required reading for student pilots. Many of these books can be found digitally as part of Sporty’s Pilot Training app. Click below to find the paper editions.
One of the many pre-flight tasks pilots perform on aircraft involves fuel, and it’s not just confirming you have enough for your flight and required reserve. Specifically, pilots need to inspect the fuel to make sure it’s the right type and that it is free from contaminants. That is where a fuel tester comes into play.
Types of Fuel Testers
Fuel Sampler Cup
This simple, small, inexpensive fuel tester consists of a clear acrylic cup with a rod in the center. The size makes it easy to stow, but the size makes it less than ideal for aircraft with multiple sumps.
Sporty’s Fuel Tester
Checking fuel before a flight is an important step.
The most popular style of fuel tester is this longer model. It has a screwdriver at one end, which makes it convenient for opening a cowling during pre-flight. The center rod is removable to work with both types of drain valves.
GATS Jar
The GATS Jar has room for a lot of fuel and is often used with larger aircraft. The piece that is used to activate the fuel drain can be reversed so it can fit both types of valves. The GATS Jar incorporates a screen so you can pour sumped fuel back in your tank if so desired, while straining out debris.
Multi-Sump Fuel Tester
This is the fuel sample cup on steroids. The cup is mounted on top of a larger reservoir. Once the fuel in the top cup has been inspected, a simple push on the side of the cup dumps the contents in the larger reservoir. This allows the pilot to hit a bunch of sumps without needing to dump every time.
5. Flashlight
Part of getting your private pilot license involves flying at night. While we all have a flashlight on our phone, it will be extremely difficult to use for preflight and in the cockpit. Try to get a flashlight with both white and red light, since red preserves night vision. Here are three of our favorites.
Flight Gear Flashlight
An aviation-specific flashlight is a solid investment.
This light is perfect for the cockpit. It has independent buttons for both the red and white light, so you won’t have to ruin your night vision to find the red light setting. The side is printed with the FARs pertaining to night flight, and a focusing head makes it easy to throw light up high on the tail of an aircraft.
Flight Gear Bite Lite
Having both hands available in the cockpit is essential, and if one is tied up by holding a flashlight, that light will inevitably end up in your mouth. The Flight Gear Bite Lite was specifically designed to solve this problem, with a silicone ring on the back for just such occasions.
Flight Outfitters Dual Color Headlamp
A headlamp puts the right type of light where you need it without tying up your hands. The white light has two levels, low and high, and a focusing ring takes it from a flood light to a spot light. The red light puts just the right amount in the cockpit without waking sleeping passengers.
6. Flight Bag
A student pilot generally has more gear during training and you’ll need a dedicated bag to store this gear. Flight bags are purpose built with pockets and features needed for pilots.
Crosswind Flight Gear Bag
Keep your expensive gear protected with a flight bag.
The most popular student pilot bag has enough space for a headset and books, yet is small enough to not throw off your weight and balance. The most important feature students wanted: price. Put more cash towards flight training and less towards gear with the Crosswind Flight Gear Bag.
Flight Outfitters Lift Bag
This sturdy bag has room for all the essentials, but won’t get in your way. Includes a large headset pocket, iPad pocket and multiple organizer sections with room for all your accessories. A helpful exterior pocket makes it easy to grab your backup radio in an emergency. Steel-reinforced carrying handles will haul even the heaviest load, and the reinforced sides offer additional protection.
Flight Gear Tailwind Backpack
This bag has quickly become a favorite at Sporty’s Academy, our flight school, and is perfect for those who prefer a backpack. With dedicated pockets for a computer and iPad, you’ll find yourself using this bag every day for work or the gym, as well as flying. With a heavy duty carrying handle and padded, no-slip shoulder straps, the Flight Gear Tailwind Backpack will put up to the rigors of daily flight training abuse.
7. Logbook
You are required to keep a record of your training and flight time, which is done in a pilot logbook. These are the two most popular logbooks.
Properly logging your time is critical, especially if you’re headed for a career in aviation.
Sporty’s Flight Log and Record
Most pilots start with this logbook. Over 100 pages to fill with all of your training flights.
Senior Pilot’s Flight Log and Record
This is a larger logbook with more pages and columns. The Senior Pilot’s Flight Log and Record is normally used by professional pilots, who have more things to keep track of. Over 250 pages and 32 columns make keeping your records up to date.
8. Charts
Much like learning to drive a car across the state, you will need to learn how to read maps for navigating. These maps will be filled with information and you will need to be able to comprehend them. There are generally two types of aviation charts: VFR (visual flight rules) and IFR (instrument flight rules). When you are starting out, you just need VFR charts.
VFR Charts
Sectional charts are essential for cross-country planning.
The United States is divided into sections and each of these sections is covered by a Sectional Chart. The Sectional Chart will be named after a larger city in that section.
Terminal Area Charts
Terminal Area charts take a small area of a sectional chart and make it larger. You’ll find Terminal Area charts around larger cities and congested airspace.
Chart Supplement, formerly known as Airport Facility Directory (AFD)
The chart supplement is the repository for information about each and every airport in a region. There are seven different chart supplements that cover the entire United States.
ForeFlight app
Most student pilots also train by using a navigational app, which has the ability to overlay charts (like Sectionals) on the screen. While these are approved for training, you may want to check with your instructor to make sure they are alright with you using electronic charts, as some flight schools want you to start with paper charts.
9. Kneeboard
A good kneeboard will keep you organized in flight.
During flight training, you’ll have a lot of information thrown at you. Having a platform on your lap to take notes or hold charts/iPads will make it easier for you to focus on flying the aircraft. Here are our three favorite kneeboards.
Classic Aluminum Kneeboard
This basic clipboard is perfect for holding a chart on your leg and is the most popular.
Flight Gear Tri-Fold Kneeboard
The Tri-Fold Kneeboard adds side flaps for additional organization and pockets for storing small items.
Flight Gear iPad BiFold Kneeboard
Perfect for using a tablet in flight, it adjusts to fit different models. The side flap has extra pockets for other gear.
10. Flight Computer
Electronic E6Bs are approved for use on FAA knowledge tests.
You don’t have to have a PhD in math to be a pilot. While there are plenty of calculations involved, pilots use purpose built flight computers to figure crosswind components, time/distance equations, and a whole slew of aviation conversions. There are two types of calculators; most student pilots choose the electronic version.
Manual E6B Flight Computer
These trusty, old whizwheel computers have been around since the 30s. While they are great because they require no batteries, they have a fairly steep learning curve. The most popular manual E6B is this aluminum one.
Electronic E6B Flight Computer
Sporty’s E6B takes the guesswork out of aviation calculations. The rugged design is easy to use and approved for use on FAA written exams.
https://media.flighttrainingcentral.com/wp-content/uploads/2021/03/05165800/7004_002.jpg12001200Doug Ranlyhttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngDoug Ranly2021-03-29 18:14:252025-04-25 15:57:14Top 10 things you need when starting flight training
Here’s What’s New For Remote Pilot and Drone Operators
/in Tips and technique/by studentpltnewsHave you ever considered flying a drone to get paid? Ever have a real estate friend ask if you’d pull that old DJI phantom off the shelf and take a few photos for some side cash? If you have or if you do, the Federal Aviation Administration (FAA) says you’ll need to obtain a Remote Pilot Certificate or face stiff penalties.
Getting Started
The FAA considers any payment or compensation received for any drone flight as a commercial operation. The FAA publishes the rules that define commercial drone operations in the Code of Federal Regulations under Title 14: Aeronautics and Space. This is commonly referred to in the aviation industry as the FARs or Federal Aviation Regulations. Part 107 of the FARs specifically applies to the registration, certification, and operation of small unmanned aircraft systems (sUAS or simply “drones”) within the United States. You can read our complete guide to part 107 operations for a more detailed overview.
Initial training
In order to obtain a remote pilot certificate from the FAA that grants you the privilege of operating a drone for commercial purposes, you must pass a knowledge test at an approved FAA testing center. You must be at least 16 years of age and able to read, write and understand the English language in order to be eligible. If you are already a certified Part 61 pilot (Private, Commercial, ATP) with a current flight review, the requirements are much easier. You simply need to complete the initial online Part 107 Small Unmanned Aircraft Systems training located within the FAA Safety Team website.
Either method then requires the individual to complete and submit the Remote Pilot Certificate and/or Rating Application for a Remote Pilot Certificate which is typically accomplished with an online form. A Part 61 aircraft pilot must also contact the local FSDO, a Designated Examiner, or a certified flight instructor to finalize the application. A temporary certificate is typically issued immediately. A permanent plastic certificate will be mailed once the application is processed by the FAA.
If you’re considering taking the written exam, there are no prerequisites except to schedule an appointment with an approved testing facility and payment is usually taken upfront. The test consists of 60 multiple choice questions with a two-hour time limit. A score of 70% or better is required to pass. Since there are no prerequisites to take the exam, one could simply show up and attempt to pass. But, the same fee applies to every retest after a 14 day waiting period, so it might be a good idea to do a little studying beforehand.
The exam will test your knowledge on subject matters such as:
Once you’ve decided it’s a good idea to take the leap and become a certified remote pilot you’ll need to find a method of study. You could consider a full-blown drone training course either in person or online that should provide all the necessary knowledge to be a safe drone pilot.
Whichever route you choose, the steps to become a certified remote pilot are relatively easy and it can open up tremendous opportunities. Or it might just be cheap insurance if an opportunity arises that requires you to have official paperwork. Remember too if you are looking to fly a drone just for fun, there is no required training or testing. We’d still recommend completing one of the training options, either a test prep product or the course on the FAA Safety site, to become familiar with the regulations and know where you can and cannot fly.
Recurrent training
Every remote pilot will be required to undergo recurrent training every 24 calendar months if they wish to continue to enjoy the privileges of commercial drone flight. Fortunately, this recurrent training is much easier now with the recent changes. Previously, a recurrent knowledge test from an approved testing facility along with the associated fee was required to maintain remote pilot currencies. Part 61 pilots could bypass the knowledge test by completing a biannual flight review and finish the recurrent training module on the FAA Safety Team website.
New regulations drop the requirement for an official knowledge test or for a biannual flight review. All remote pilot certificate holders must simply complete the FAA’s recurrent training course every 24 months and hang on to the completion certificate. If a part 61 pilot does possess a current flight review, then they may opt for the simplified recurrent training option designed specifically for such pilots.
Recent Additional Privileges
In 2021 the FAA expanded the privileges of a Remote Pilot under part 107. These new rules allow drones to be flown at night and over people with certain restrictions. Any applicant who passes the knowledge test after April 5th, 2021 automatically receives those privileges. Not so for any Remote Pilot who passed the test or completed recurrent training before that date.
Any existing remote pilot who wants to operate at night and/or fly over people and otherwise meets the restrictions set out in part 107 must complete additional training. Fortunately, to satisfy the new requirements, you do not need to take another official FAA knowledge test. The pilot must simply complete the UAS recurrent training from the FAA Safety website, even if it’s well before the 24 calendar month deadline for recurrent training. Once the training is complete and a completion certificate is obtained, the remote pilot may now exercise the new privileges. If you don’t plan to fly at night over people then no action is necessary until your next renewal date.
Night Flight
Until now, the closest a commercial drone operator could fly at night was during civil twilight. This is defined (in the contiguous U.S.) as 30 minutes before sunrise or 30 minutes after sunset. This time of day was permitted as long as the aircraft was equipped with anti-collision lighting visible up to three statute miles from the control station.
Now, FAR 107.29 has been expanded to allow sUAS flight at night with the same limitations applied to civil twilight. Further training on night flight physiology and illusions as well as obstacle avoidance have been added to FAA safety curriculum. New applicants will also see additional questions pertaining to these topics on the knowledge test.
Remote Identification
Similar to an ADS-B transponder in full-scale aircraft, the FAA has now developed a broadcast identification protocol for unmanned aircraft. An entirely new chapter in the code of regulation, which you can find in FAR part 89, has been created just to define this protocol. The good news is that remote identification broadcast requirements won’t go into effect until September 2023. The more complicated issue is that remote identification will be required for all commercial drones and the majority of recreational drones.
Remote identification can be accomplished either through a built-in transmitter integrated into the construction of the sUAS, or as a separate module attached to an existing sUAS that you may already own. The broadcast message must include the aircraft serial number, speed, position, altitude, time and the take-off location and altitude.
Drones flown recreationally that weigh less than 0.55 lbs are not required to be equipped with remote ID. However, if a drone weighing less than 0.55 lbs is flown commercially under Part 107, it will require Remote ID. The FAA also has plans to establish recognized identification areas (think Drone parks) that do not require remote identification as long as the operator maintains visual line of sight at all times.
Flight Over People
Part 107 remote pilots will now also be allowed to fly their drones over people, but not first without navigating a spider web of convoluted requirements. Additionally, most all flights over people will first necessitate remote ID as defined in part 89. Once that bridge is crossed you’ll next need to determine which category that your sUAS falls into, which type of people group you need to fly over, and what type of flying you plan to do before knowing if it’s authorized.
The FAA has established four categories of sUAS; the first three are essentially based on weight, speed and the amount of bodily damage that could be inflicted on a human being. The fourth requires an airworthiness certificate similar to a certified aircraft that dictates certain limitations. If your drone is not stamped with the category from the manufacturer, you can follow a complicated procedure and submit a declaration of compliance to the FAA and earn the privilege of flight over people.
Next, you need to figure out what type of people group you may need to fly over. These include an open-air assembly of people, people in a restricted-access site, and just people in general. These groups are only loosely defined in the regulations and it’s up to you as the remote pilot to assess the type of area.
You’re not done yet. If you’ve made it this far, you’ll then be limited to either sustained flight over people or transitioning/temporary flight. Each category/people group/flight type has its own set of restrictions. Similar privileges have also been granted to flight over moving vehicles. You may want to study the part 107 advisory circular for specific examples.
Interested in earning your Remote Pilot Certificate? Get started with Sporty’s Sporty’s Remote Pilot Test Prep Course
Video: landing on the “USS Sedona”
/in Fun Flying Videos/by John ZimmermanJust because an airport has a 5,000-foot runway doesn’t mean it’s boring. In fact, Sedona, Arizona (SEZ), might be one of the most beautiful and distinctive arrivals anywhere in the US. Nicknamed the “USS Sedona” for its aircraft carrier-like runway perched atop a mesa. this jewel of the Southwest features stunning views of nearby terrain and a unique view on final approach. Ride along in this video to see what it looks like from the left seat.
Video courtesy of Fly With The Guys.
Video: how to get started with Microsoft Flight Simulator 2020
/in Pilot Gear/by Chris McGonegleThe new Microsoft Flight Simulator program is limitless in possibilities, but where do we start? In this video, Sporty’s flight simulator expert Chris McGonegle will take you through those first steps to get airborne. We’ll begin at the home page and cover how to choose an airport, aircraft, release the parking brake, and move to an external view.
Shop flight simulator gear
A pilot’s guide to fuel testers
/in Tips and technique/by studentpltnewsCheck the type of fuel
Check for contamination
Planes are not like cars. If the engine stops in your car, you coast to the side of the road and call a tow truck. An engine stopping in an airplane is a MUCH larger issue. This is why we ensure our fuel is free from contamination before we punch holes in the sky. There are two primary culprits that contaminate fuel.
Types of Sumps
There are two main types of sumps in aviation. Most Cessna training aircraft will have a push pin style. These are activated by pushing a rod in the center of the fuel drain valve. The second type of fuel drain valve is generally found on Pipers and features two spuds mounted perpendicular to the flow of fuel. Activation of this valve usually involves pushing up on spuds. Some of the Piper style valves can still be activated by a center push pin; however, you should use the spuds when able.
Types of Fuel Testers
Fuel Sampler Cup
This simple, small and inexpensive fuel tester consists of a clear acrylic cup with a rod in the center. The size makes it easy to stow, but the size makes it less than ideal for aircraft with multiple sumps.
Multi-Sump Fuel Tester
This is the fuel sample cup on steroids. The cup is mounted on top of a larger reservoir. Once the fuel in the top cup has been inspected, a simple push on the side of the cup dumps the contents in the larger reservoir. This allows the pilot to hit a bunch of sumps without needing to dump every time.
Sporty’s Fuel Tester
The most popular style of fuel tester is this longer model. It has a screwdriver at one end which makes it convenient for opening a cowling during preflight. The center rod is removable to work with both types of drain valves. Some models have little pieces that are reversible/removable.
GATS Jar
The GATS Jar has room for a lot of fuel and is often used with larger aircraft. The piece that is used to activate the fuel drain can be reversed so it can fit both types of valves. The GATS jar incorporates a screen so you can pour sumped fuel back in your tank if so desired.
What to do with sumped fuel?
Once you have sumped and inspected your fuel, what do you do with it? Here at Sporty’s (like many airports), we have fuel cans stationed around our tie-down area. Sumped fuel can be disposed of in these cans. Some fuel testers have a built in strainer that allows you to dump your fuel back into your tank. The strainer can remove water and contaminants. Old timers might tell you to dump it out on the concrete tie down, or even toss it downwind to let it evaporate. Reminder, this is leaded fuel and it’s 2021 – let’s dispose of it responsibly.
FAA releases new advisory circular – Pilot’s Guide to a Preflight Briefing
/in Tips and technique/by studentpltnewsFAA has also created a FAASTeam Course and CFI companion guide to complement the AC’s weather guidance – www.FAASafety.gov.
Top 10 things you need when starting flight training
/in Pilot Gear/by Doug RanlySporty’s is much more than just a pilot shop. From the very beginning, our company was based on teaching people how to fly. Today, our successful flight school has hundreds of students and is solely responsible for the University of Cincinnati’s Professional Pilot Program. The plethora of pilot supplies out there can be overwhelming, so students often look to us for advice on what you really need for flight training.
An online video course will save you a lot of time and money.
1. Training Course
If you haven’t already purchased one, the best value in aviation today is Sporty’s Learn to Fly Course. It will give you all the knowledge you need to become a proficient aviator and help you ace your FAA tests. Home study is an essential part of your training and Sporty’s Learn to Fly Course will save you time and money. It works on all your devices and it never expires, so you can buy it once and use it for the rest of your flying career.
2. Headset
Buy the most headset you can afford—ANR if possible.
Airplanes are noisy. In order to communicate in the cockpit (and protect your hearing), you will need a headset. There are tons of different headsets to choose from. Many students start with a passive headset before stepping up to an active noise reduction (ANR) model later on, which are generally much quieter and more comfortable. Our advice: you get what you pay in aviation headsets, so stay away from really cheap models.
Here are our favorites:
3. Books
Two essential books for any pilot.
The Federal Aviation Administration (FAA) publishes several textbooks that are often considered as required reading for student pilots. Many of these books can be found digitally as part of Sporty’s Pilot Training app. Click below to find the paper editions.
4. Fuel Tester
One of the many pre-flight tasks pilots perform on aircraft involves fuel, and it’s not just confirming you have enough for your flight and required reserve. Specifically, pilots need to inspect the fuel to make sure it’s the right type and that it is free from contaminants. That is where a fuel tester comes into play.
Types of Fuel Testers
Fuel Sampler Cup
This simple, small, inexpensive fuel tester consists of a clear acrylic cup with a rod in the center. The size makes it easy to stow, but the size makes it less than ideal for aircraft with multiple sumps.
Sporty’s Fuel Tester
Checking fuel before a flight is an important step.
The most popular style of fuel tester is this longer model. It has a screwdriver at one end, which makes it convenient for opening a cowling during pre-flight. The center rod is removable to work with both types of drain valves.
GATS Jar
The GATS Jar has room for a lot of fuel and is often used with larger aircraft. The piece that is used to activate the fuel drain can be reversed so it can fit both types of valves. The GATS Jar incorporates a screen so you can pour sumped fuel back in your tank if so desired, while straining out debris.
Multi-Sump Fuel Tester
This is the fuel sample cup on steroids. The cup is mounted on top of a larger reservoir. Once the fuel in the top cup has been inspected, a simple push on the side of the cup dumps the contents in the larger reservoir. This allows the pilot to hit a bunch of sumps without needing to dump every time.
5. Flashlight
Part of getting your private pilot license involves flying at night. While we all have a flashlight on our phone, it will be extremely difficult to use for preflight and in the cockpit. Try to get a flashlight with both white and red light, since red preserves night vision. Here are three of our favorites.
Flight Gear Flashlight
An aviation-specific flashlight is a solid investment.
This light is perfect for the cockpit. It has independent buttons for both the red and white light, so you won’t have to ruin your night vision to find the red light setting. The side is printed with the FARs pertaining to night flight, and a focusing head makes it easy to throw light up high on the tail of an aircraft.
Flight Gear Bite Lite
Having both hands available in the cockpit is essential, and if one is tied up by holding a flashlight, that light will inevitably end up in your mouth. The Flight Gear Bite Lite was specifically designed to solve this problem, with a silicone ring on the back for just such occasions.
Flight Outfitters Dual Color Headlamp
A headlamp puts the right type of light where you need it without tying up your hands. The white light has two levels, low and high, and a focusing ring takes it from a flood light to a spot light. The red light puts just the right amount in the cockpit without waking sleeping passengers.
6. Flight Bag
A student pilot generally has more gear during training and you’ll need a dedicated bag to store this gear. Flight bags are purpose built with pockets and features needed for pilots.
Crosswind Flight Gear Bag
Keep your expensive gear protected with a flight bag.
The most popular student pilot bag has enough space for a headset and books, yet is small enough to not throw off your weight and balance. The most important feature students wanted: price. Put more cash towards flight training and less towards gear with the Crosswind Flight Gear Bag.
Flight Outfitters Lift Bag
This sturdy bag has room for all the essentials, but won’t get in your way. Includes a large headset pocket, iPad pocket and multiple organizer sections with room for all your accessories. A helpful exterior pocket makes it easy to grab your backup radio in an emergency. Steel-reinforced carrying handles will haul even the heaviest load, and the reinforced sides offer additional protection.
Flight Gear Tailwind Backpack
This bag has quickly become a favorite at Sporty’s Academy, our flight school, and is perfect for those who prefer a backpack. With dedicated pockets for a computer and iPad, you’ll find yourself using this bag every day for work or the gym, as well as flying. With a heavy duty carrying handle and padded, no-slip shoulder straps, the Flight Gear Tailwind Backpack will put up to the rigors of daily flight training abuse.
7. Logbook
You are required to keep a record of your training and flight time, which is done in a pilot logbook. These are the two most popular logbooks.
Properly logging your time is critical, especially if you’re headed for a career in aviation.
Sporty’s Flight Log and Record
Most pilots start with this logbook. Over 100 pages to fill with all of your training flights.
Senior Pilot’s Flight Log and Record
This is a larger logbook with more pages and columns. The Senior Pilot’s Flight Log and Record is normally used by professional pilots, who have more things to keep track of. Over 250 pages and 32 columns make keeping your records up to date.
8. Charts
Much like learning to drive a car across the state, you will need to learn how to read maps for navigating. These maps will be filled with information and you will need to be able to comprehend them. There are generally two types of aviation charts: VFR (visual flight rules) and IFR (instrument flight rules). When you are starting out, you just need VFR charts.
VFR Charts
Sectional charts are essential for cross-country planning.
The United States is divided into sections and each of these sections is covered by a Sectional Chart. The Sectional Chart will be named after a larger city in that section.
Terminal Area Charts
Terminal Area charts take a small area of a sectional chart and make it larger. You’ll find Terminal Area charts around larger cities and congested airspace.
Chart Supplement, formerly known as Airport Facility Directory (AFD)
The chart supplement is the repository for information about each and every airport in a region. There are seven different chart supplements that cover the entire United States.
ForeFlight app
Most student pilots also train by using a navigational app, which has the ability to overlay charts (like Sectionals) on the screen. While these are approved for training, you may want to check with your instructor to make sure they are alright with you using electronic charts, as some flight schools want you to start with paper charts.
9. Kneeboard
A good kneeboard will keep you organized in flight.
During flight training, you’ll have a lot of information thrown at you. Having a platform on your lap to take notes or hold charts/iPads will make it easier for you to focus on flying the aircraft. Here are our three favorite kneeboards.
Classic Aluminum Kneeboard
This basic clipboard is perfect for holding a chart on your leg and is the most popular.
Flight Gear Tri-Fold Kneeboard
The Tri-Fold Kneeboard adds side flaps for additional organization and pockets for storing small items.
Flight Gear iPad BiFold Kneeboard
Perfect for using a tablet in flight, it adjusts to fit different models. The side flap has extra pockets for other gear.
10. Flight Computer
Electronic E6Bs are approved for use on FAA knowledge tests.
You don’t have to have a PhD in math to be a pilot. While there are plenty of calculations involved, pilots use purpose built flight computers to figure crosswind components, time/distance equations, and a whole slew of aviation conversions. There are two types of calculators; most student pilots choose the electronic version.
Manual E6B Flight Computer
These trusty, old whizwheel computers have been around since the 30s. While they are great because they require no batteries, they have a fairly steep learning curve. The most popular manual E6B is this aluminum one.
Electronic E6B Flight Computer
Sporty’s E6B takes the guesswork out of aviation calculations. The rugged design is easy to use and approved for use on FAA written exams.
BONUS: you can get many of these products in a kit and save. Check out Sporty’s Deluxe Learn to Fly Kit.