FAA Part 107 Study Guide: Drone Certification - Pass First Try!

hey everyone welcome to this part 107 study guide my name is brandon and i'll be walking you through the step-by-step process to getting your drone license and i'll be answering some of the most frequently asked questions surrounding the exam if you're new to the industry you've probably heard by now that you can make a career flying drones as a professional drone operator which sounds crazy right well it's true and i'm going to show you how to get started so once you've chosen the right drone it's important to figure out when where and what missions you can legally fly to avoid large fines and ensure safety the license is called a remote pilot certificate and it's provided by the federal aviation administration under the part 107 rule now i know that sounds complicated so let's simplify this further and we'll ask the question everyone's thinking right now do i need a drone license the short answer is yes and chances are if you've clicked on this video you already know why but if you're new to the industry and you're thinking about using your drone to make some additional income on the weekends or receive any type of monetary compensation for your drone work you will need a license the drone industry is huge and it's only getting bigger which presents a great opportunity to anyone interested in turning their passion into a profitable drone business up until august 29 2016 the rules and regulations in the u.s were pretty unstructured in terms of legality of flying drones commercially since then the faa has made many strides in making flying drones legal and far safer so let's get back to the good stuff you've taken a look at the regulations and you need help passing the part 107 exam let's take a look at what you need to qualify so first you must be at least 16 years old you must be able to read speak write and understand english you must be in physical and mental condition to safely operate a drone you must pass the initial knowledge exam at an faa approved testing center and you must be subscribed to our youtube channel check all the boxes great here's where the guide really starts so to receive your license you must pass a written knowledge test we've been over that better known as the part 107 exam this exam is a 60 question multiple choice test with three answers to choose from you've got a b or c some questions will require you to reference airspace maps and weather charts that are provided to you by the faa testing center to pass you must receive a score of 70 or better in other words you have to get 42 of the 60 questions right to become a certified pilot once you pass the government will issue you a remote pilot certificate in the mail pretty cool right and yes the license is valid in all 50 states now that you're familiar with the part 107 exam let's dive into how long it takes to get certified the faa recommends a minimum of 15 to 20 hours of studying with that said everyone learns differently so be sure to go through this material at your own speed i know you've put that amount of time into a big project or test at some point in your life and i bet you didn't come out a certified drone pilot so here's what it comes down to study schedule and pass it's worth it at this point you may be wondering where can i take the exam so you'll take your in-person exam at an approved testing center in your area there are over 700 locations in the united states so chances are there's one down the street from you at a local airport or a private testing facility you can find a list of resources and other free training materials in the description there's a link to this entire course including flash cards and quizzes to help you study i've also included over 250 real faa practice exam questions split into four tests where you can time yourself and there's other valuable information like text below the videos so you can read along and up-to-date lists of testing centers in your area if you click the link in the description you'll be able to access all of that material offline and on the go through my free app that's available in the app store and google play there is no reason you shouldn't pass first try when you're ready to schedule the exam the name of the actual test is called the unmanned aircraft general small uag it's going to pop up right here the testing fee is 150. and that's paid directly to the testing center you'll do this on the phone or online when you register and schedule your exam once you pass the license will be valid for two years and you'll need to pass a recertification test every 24 months to maintain your license before we get started with the actual study guide please be sure to click that subscribe button i'll wait okay thanks hunter and i put a lot of money time and effort into making this accessible for everyone so thanks for hitting that like button and stay tuned for future content [Music] hey everyone and welcome to this module on regulations and faa standards you're probably familiar with the term part 107 which stems from the not so common term title 14 of the code of federal regulations part 107 this set of rules and regulations outlines exactly what the faa wants to ensure you demonstrate knowledge in as a remote pilot flying in the national airspace in this chapter we'll be reviewing the applicability of title 14 code of federal regulations to part 107 small unmanned aircraft operations we'll be going over the definitions used in part 107 the ramifications of reproducing or altering a certificate accident reporting and lastly inspection testing and compliance now that you understand the knowledge areas that part 107 applies to let's go over what the part 107 rule does not apply to model aircrafts meeting the following criteria are not covered in the part 107 rule operations that are conducted outside of the united states amateur rockets balloons kites public aircrafts and air carrier operations are not covered under the part 107 rule to start these are the definitions that i would highly recommend pausing this video to get a good grasp of all the definitions will likely be seen throughout the extent of the exam and play a large role in ensuring that you understand the various concepts being covered so let's start with our first definition control station or cs this is going to be the interface used by remote pilots or the person manipulating the controls to actually control the flight path of the small unmanned aircraft next we have corrective lenses which are actually just another word for spectacles or contact lenses and the definition of a model aircraft is an unmanned aircraft that's capable of sustained flight in the atmosphere model aircrafts are flown within visual line of sight or vlos of the person operating the aircraft and they're flown for hobby or recreational purposes only now the person manipulating the controls is someone other than the remote pilot in command that's controlling the flight of the suas this person does not have to hold a remote pilot certificate but must be supervised by someone who does hold one for example if you and your team were hired to do a complex mission for an agricultural firm and you have a colleague that might be a better pilot than you for this specific mission you can actually have them fly the mission while you oversee the operation now remote pilot in command or remote pilot is a person who holds a remote pilot certificate and has the final authority and responsibility for the operation and the safety of an suas operation conducted under part 107 a small unmanned aircraft or ua is an unmanned aircraft weighing less than 55 pounds including everything that's on board or otherwise attached to the aircraft and it can be flown without the possibility of direct human intervention from within or on the aircraft to continue with the definitions used in part 107 a small unmanned aircraft system or suas is an unmanned aircraft and its associated elements including communications links and components that control the small ua that are required for the safe and efficient operation in the national airspace an unmanned aircraft or ua is an aircraft operated without the possibility of direct human intervention from within or on the aircraft visual observer is a term that you're going to be hearing me say a lot throughout this course a vo is a person acting as a flight crew member who assists the remote pilot and the person manipulating the controls to see and avoid other air traffic that's either aloft or on the ground remember the faa relies on information provided by owners and remote pilots when it has to authorize operations or when it has to make a compliance determination accordingly the faa may take appropriate action against an suas owner or an operator a remote pic or anyone else that provides false records or otherwise reproduces the information for fraudulent purposes are you a first time remote pilot or an existing part 61 certificate holder well if you're already a part 61 pilot all you have to do is go to the faa's website and take the safety.gov course to become a certified remote pilot in command most of you don't have to worry about this it only applies to a small group of individuals let's get into accident reporting which is one of the first major topics on your exam a remote pilot in command is required to report an accident to the faa within 10 days accidents include serious injury to a person or any loss of consciousness an injury would be considered a serious injury if a person requires hospitalization but the injury is fully reversible an accident is also to be reported to the faa within 10 days if there's damage to any property greater than 500 dollars to repair or replace the property whichever one is lower lastly keep in mind you may be required to recall the following items listed 60 represents air men in a given situation 70 represents airspace and 90 represents air traffic in general operating rules 60 70 and 90 are referenced in advisory circulars issued by the faa basically the advisory circulars or acs refer to a type of publication offered by the faa including rules and industry standards when it comes to flying safely when discussing certain topics that may include information about airmen airspace and air traffic control they use the terms 60 70 and 90 to categorize the information that may be helpful to pilots very similar to a table of contents the information would be categorized by number when navigating to section 70 you would receive additional insight into airspace be sure to review these definitions a few times because you'll be seeing a lot of them on the aeronautical knowledge test in the next chapter we'll be discussing responsibilities and best practices of a remote pilot in command we'll see you there [Music] since the federal aviation administration's part 107 ruling came into effect on august 29th 2016. the faa wants to ensure you demonstrate knowledge in the operating guidelines necessary to understand the process of registration responsibilities safe operation and limitations that are associated with the part 107 rule now let's get started by discussing some responsibilities and best practices of a remote pilot in command what you'll begin to notice is that flying safely does not only apply when the drone is in the air there are many responsibilities of a remote pic prior to flight such as conducting an assessment of the operating environment to check weather conditions local airspace restrictions and making sure that everyone involved has been briefed prior to takeoff if anything were to happen during a mission everything falls back on the remote pilot in command let's say there was an accident and it was caused by the pilot's inability to check the local airspace before flying a mission your remote pilot certificate is what the faa comes after if there were an investigation into the incident it definitely isn't something you want to mess around with because the faa is very strict on how they go about things now don't get too caught up on the faa we have everything you need to know in this course that will help you understand the rules and regulations as well as some more best practices to keep in mind when flying to keep out of trouble in the future in addition to ensuring everyone in the vicinity is safe there are some best practices with regards to your suas that will ensure the level of risk is reduced during flight prior to flight the remote pic must ensure the controls are working properly between the control station and the small ua that there's sufficient power to land properly that any objects attached are secured properly and lastly that all documentation is visible and available for inspection including the remote pilot certificate and any certificate of waivers now believe it or not the person manipulating the flight controls does not have to hold a remote pilot certificate however if you don't hold a remote pilot certificate you must be supervised by someone who does hold one this person must be able to take control of the suas immediately during the flight there are a couple ways you can do this the one most recommended is a buddy box system that would use two remotes or control stations that would allow for the person holding the remote pilot certificate to override the person manipulating the controls if the situation permits as i mentioned remote pilot in command and visual observer or vo are terms that you're going to see very frequently throughout the part 107 exam to give you some more information about visual observer or vo it can be described as a person acting as a flight crew member who assists the remote pic and the person manipulating the controls during a mission to see and avoid potential air traffic or objects in the vicinity of the flight path remember the use of a visual observer is optional moving on to a topic you'll likely see on the exam careless or reckless operations part 107 prohibits careless or reckless operations and it's our job as remote pilots in command to ensure safe flight and to obey the part 107 regulations that the faa has provided us with so with that in mind flying in suas while driving a moving vehicle is considered to be careless or reckless because the person's attention would be hazardously divided in addition operations while impaired are also strictly prohibited this is a question you'll be tested on so pay close attention here part 107 does not allow operation of an suas if the remote pilot in command person manipulating the controls or visual observer is unable to safely carry out their responsibilities this includes the consumption of any alcoholic beverage within the last eight hours of operation if you're under the influence of alcohol or if you have a blood alcohol concentration of .04 percent or greater additionally if you're using a drug that affects a person's mental or physical capabilities that's it for this chapter we'll see you in the next lecture hey everyone welcome to this lesson on required documentation that you as a remote pilot in command must have when operating under part 107 whether you're by yourself or heading out to the job site with your team we're going to make sure you know exactly what legal documents you need to bring along for the ride first let's start with what you need to have on you personally as a remote pilot in command if the faa were to show up during your operation you want to make sure you're following all of the part 107 standards and guidelines necessary to fly safely the first piece of documentation that's required on site during any mission will be the part 107 remote pilot certificate if you haven't figured it out by now that pilot certificate will be mailed to you in the form of an actual id similar to your driver's license which you'll receive once you pass the part 107 exam at an faa approved testing center in your area if you're worried about finding a testing center in your area don't be there are actually over 700 registered testing centers here in the united states and if you need any assistance my team and i would be happy to help you find and schedule your exam along with that certificate you must show proof that your aircraft is registered through the faa's drone zone account which i'll be showing you how to do in a later video next you'll want to make sure you have any necessary waivers or exemptions that might prove to the faa that you've taken the steps necessary to fly in that specific airspace or at that specific location or time of day whatever it may be along with legal documents that we just reviewed which were part 107 certificate aircraft registration number which you are now actually required to have showing at all times in plain sight on the exterior of your aircraft this is a new regulation that came out very recently and again like i mentioned we're constantly updating this course with new information as it's released by the faa and lastly for documentation you will need the necessary waivers or exemptions that you may be operating under for your mission now let's say you do the maintenance and repair of your drone by yourself or you actually build and manufacture your own custom drones for unique applications you will need to have documents with you that show the modification or upkeep of the system for normal flight operations even if it is small changes to the suas that you don't think anyone would notice you are required to have the maintenance notebook with you during all missions speaking of logbooks the last piece of documentation you will need is an up-to-date flight log book of your operating minutes and the time that you spent on site or in the air we have a few suggestions of drone log books that you can utilize that have worked pretty well for our team in the past the reason i recommend some of these options that i'll be including in the notes below this video is because myself and my team here at altitude university have been flying commercially for the last several years as professional full-time drone pilots working with real estate developers construction companies and agricultural firms here in the united states and with every mission comes a flight log book that we've used to track the proficiency of the operations at hand now what should you include in your logbook before i answer this question keep in mind these drone log books are just as much for you and your team as much as they are for the faa's safety guidelines this is how you keep track of success in your missions and continue to become a better drone pilot with each flight so what should you include in your drone logbook there are a few main things like equipment battery utilization payload airspace client information and anything else that would benefit the safety of your operation i know this seems like a lot of documentation but we want to make sure that you're operating safely and are covered on all fronts so that you can continue having the coolest job in the world making money as a professional drone pilot and we're going to help you get there we'll see in the next chapter everyone welcome to this chapter on daylight waivers and night operations in this lesson we'll be discussing the rules and regulations behind operating your suas during or after civil twilight ends in other words night time operations please remember the part 107 regulation prohibits any operation of an suas at night which means that if you're flying your suas after civil twilight ends and before the sun rises this is prohibited by the faa now what is civil twilight you might ask evening civil twilight is the period of sunset until 30 minutes after sunset morning civil twilight is the period of 30 minutes prior to sunrise up until sunrise if you're planning on flying during the 30 minute civil twilight period you must have anti-collision lights on your suas that are visible for three statute miles in each direction if you know you're going to be operating frequently during this time i'll include the anti-collision lights that i use in the notes below this video if you'd like additional information regarding civil twilight the air almanac provides tables which are used to determine sunrise and sunset at various latitudes you will need a remote pilot certificate to apply for what's called a daylight waiver which will allow you to fly at night it sounds contradictory but that's what the actual waiver is called so let's say you finish this test prep pass your exam first try which we know you will there's an awesome resource that i've written that'll walk you through the steps necessary in acquiring that daylight waiver it's over 16 pages of useful information and we've put it together just for you i'll see in the next chapter where we'll be discussing visual line of sight operations we'll see you there [Music] hey everyone this is a quick lesson where you're going to be learning about visual line of sight operations maximum operating speed and altitude and visibility and cloud clearance the reason we've grouped these learning objectives into one chapter is because they all have some important numbers you'll need to know let's get started visual line of sight operations can be defined as being able to see the suas at all times during flight now you may have brief moments in which you cannot see the suas and this is fine but you must still retain the capability to quickly maneuver it back to visual line of sight some examples of situations in which this can occur would be looking at the controller to check battery life adjusting the control station or checking the air space to ensure there are no obstacles approaching directly in the flight path the part 107 exam will ask you what kind of visibility you'll need to maintain when it comes to cloud clearance requirements your minimum visibility cannot be less than three statute miles you should ensure that you're flying no less than 500 feet below the clouds and no less than 2 000 feet horizontally from the clouds again visual line of sight means that you're monitoring the location of your suas with vision unaided by any device other than corrective lenses or in other words prescription glasses the only time you'd be allowed assistance would be with the use of binoculars to momentarily enhance your situational awareness again you can only use them momentarily to briefly enhance your vision in a situation that would permit its use for example i've used a visual aid in the past to avoid conflict with another aircraft and ensure the flight path is safe for operation and that there are no obstacles in the way now moving on what is the maximum speed and altitude you can operate at your drone cannot be flown faster than 100 miles per hour or 87 knots most notably the faa requires you to fly under 400 feet agl or above ground level and less flown within a 400 foot radius of a structure so what this means is if you're inspecting a windmill for example with the height of the windmill being 450 feet tall you can actually still inspect this structure as long as you're within 400 feet horizontally of the structure and within 400 feet above the structure's uppermost limits although this was a short chapter there's a lot of very important information here that'll be covered on the part 107 exam let's quickly review these numbers the maximum ground speed is 100 miles per hour or 87 knots when it comes to visibility you'll need to maintain a minimum visibility of three statute miles and ensure you're flying no less than 500 feet below the clouds and no less than 2000 feet horizontally from the closest group of clouds additionally the faa strictly regulates the rule that states you must fly under 400 feet agl unless you're flying within a 400 foot radius of a structure like i mentioned earlier or 400 feet above those structures uppermost limits now that we've got that covered i look forward to seeing you in the next lecture where we'll be discussing right-of-way rules and the regulations around flying over people we'll see you [Music] there right-of-way rules were set in place by the faa to ensure that no remote pilot in command operates their suas in the way of manned aircraft pilots it's our duty as pilots in command to yield right-of-way to aircraft especially in the vicinity of an airport this can be referred to as see and avoid if you're operating in class g uncontrolled airspace and you or your visual observer senses an aircraft coming in your general operating area it's important that you yield right-of-way and maneuver your suas to a safe location while the aircraft passes maneuvering your aircraft outside of your planned flight path brings us right into the next topic which is flying over people now part 107 prohibits the flight of an suas directly over individuals who are not under safe cover and safe cover can be defined as a protective structure or a stationary vehicle you may also note that flying over those involved in the operation is allowed as long as those in the operation are briefed beforehand operating over non-participants however is a different story a non-participant can be defined as anyone who is not directly involved in the safety of the mission you may be wondering what steps you can take to ensure you don't violate this specific regulation and i'll give you a solution that will lower the risk of having non-participants in the flight path when planning your mission you can choose a sparsely populated area that will allow plenty of room for those involved in the mission and those who aren't involved in the mission can stay clear of the aircraft the control zone is typically where you take off and where you land and allows a single location that's known by the crew as the home base this control zone helps the team make a plan to keep non-participants clear of the takeoff and landing location as well as makes the operational area known so those who aren't involved can predict exactly where the aircraft will be returning to additionally the faa has included that it's completely legal to operate from a moving vehicle if your operation takes place in a sparsely populated area where proper planning is involved in case a non-participant were to approach moving vehicles include cars and boats but do not include moving aircrafts so to recap in the small chance you will need to operate from a moving vehicle it's allowed in sparsely populated areas from a car or a boat but not an airplane during these moving vehicle operations the faa states that transporting another person's property in return for compensation is prohibited if your mission requires transporting property or cargo it should be from a control station with a few things in mind first thing to keep in mind the total weight of the suas including the cargo must remain less than 55 pounds second the suas operation must be within the boundaries of a state you can't cross any borders and third you can't attach items that you intend to drop from the drone in a matter that creates a safety or hazard to people or property lastly you cannot operate the suas from a moving vehicle or any waterborne vessel if you're transporting cargo we discussed a few definitions earlier in the chapter and there's one that's actually going to show up as a trick question on your exam we mentioned that you must register your drone if it has a take-off weight of greater than .55 pounds and less than 55 pounds it's important to remember that the regulation does not include 55 pounds again 0.55 pounds up to but not including 55 pounds we'll see in the next chapter [Music] hey everyone welcome to this chapter on certificates of waivers and the offenses of drugs and alcohol in an suas operation the key here is to understand that these requirements must be obeyed and maintained during the duration of your remote pilot certificate if you're a remote pilot in command and your mission will not be conducted under the regulatory structure of part 107 it's your job to apply for what's called a certificate of waiver from the faa this means that you'll be deviating from the rules and regulations under part 107 and you'd like to request authorization to carry out your mission safely while being exempt from common part 107 law the only way that the faa will grant you this certificate of waiver is if you can prove to them that a safe operation can be conducted under the specific terms of your proposed cow so to recap make sure that if you need to deviate from the provisions of part 107 that you can confidently provide the faa with exactly what you'll be doing and exactly how you plan to do it safely from there they'll give you a yes or no answer that will determine if you can move forward with the proposed mission now you may be wondering how far in advance you'll need to submit this waiver request to the faa so that you can plan a date and time for your mission the answer is at least 90 days before the planned flight keep that in mind because this is a common test question the answer start the waiver process 90 days prior to your mission some common waveable sections include operating from a moving vehicle night operations vlos operations operations in certain airspace in addition to a few others to finish up here let's keep in mind that a certificate of waiver with the option to deviate from the provisions in part 107 is just one of the many benefits that come along with having this remote pilot's license to continue exercising the privileges of the certificate you must be sure to pass the recurrent knowledge test every 24 months so you do have to renew this part 107 license every two years i hope you found this updated lesson beneficial and we'll see you in the next chapter [Music] the faa wants to make it very clear that there is a distinct difference between recreational and commercial pilots obviously if you're taking this part 107 test prep course you understand the benefits of holding a remote pilot license and will most likely be operating in return for compensation but let's take a moment to clarify what makes someone a recreational pilot if you meet either of these two definitions given to us by the faa you can classify yourself as a recreational pilot first pursuit outside one's regular occupation especially for relaxation and second a means of refreshment or diversion as a recreational pilot governed by the ama or academy of model aeronautics there are a few guidelines that you must follow these rules again are for hobby or recreation only the guidelines include registering your model aircraft making sure that your drone is under 55 pounds flying within visual line of sight notifying air traffic control if you're within five miles of an airport and never flying near other aircrafts so if you're ever out flying and you see a hobbyist pilot flying recklessly or out of their proposed guidelines let's make sure to educate them or provide them with the necessary knowledge to fly safely in the national airspace system as someone who's taken the time to go through this rigorous course and pass the part 107 exam to become a remote pilot in command it's our responsibility to help others in our community and keep the sky safe for our fellow pilots we'll see in the next chapter i'm going to walk you through the process of how to register your drone with the faa in these simple steps the faa requires that all unmanned aircraft greater than .55 pounds again and less than 55 pounds be registered with the faa and given a registration number you can do this either by registering online which i'll show you or by using a paper-based registration process the first thing you'll want to do is visit the faa's drone zone website which i'll also link in the notes below the video you'll create an account here by providing your email and setting up a password register your drone as an individual or a business and once you receive your unique registration number make sure to print out a label and attach it to the outside of your drone where it's easy to see each registration is only five dollars so it won't break the bank to be an aerial pilot as a friendly reminder you must have the faa drone registration certificate in your possession when flying and you are required to show it to any federal state or local law enforcement officer additionally if you're selling your drone be sure to unregister the drone within your faa dronezone account once your drone is registered you're free to fly under certain regulations of course we'll see in the next chapter [Music] welcome to the last chapter of this module following this video you'll have access to our chapter quiz that will allow you to test your understanding of the learning objectives we've covered so far if you have any questions throughout the quiz please feel free to reach out to our team through the contact form available on our website and we'd be happy to provide assistance in this chapter we'll start by discussing the differences between waivers and authorizations let's take a look at when you would use a waiver and when you would need an authorization to fly first an authorization is something that would allow you to fly in controlled airspace when we get to the module on controlled airspace and airspace classifications you'll begin to understand the difference between uncontrolled where you'll be spending the majority of your time flying and controlled airspace controlled airspace authorizations can be issued for up to six months and are usually easier to acquire than waivers the reason being if you're applying for a waiver you're saying that you want to be treated differently than everyone else flying under part 107 whereas authorizations are a simple request to fly in controlled airspace for example near your local airport authorizations are good up to six months and then after that you'll need to submit a waiver request waivers should be requested up to 90 days prior to the proposed mission and can also be used for long-term aerospace authorizations if needed that's it for this module good luck on the quiz and we'll see you in the next video [Music] hey everyone in this chapter we'll be discussing how to appropriately understand metar and taf reports let's get started so the first thing to grasp is that mitar stands for meteorological terminal aviation weather report and taf report is a terminal aerodrome forecast now these may sound difficult but to put it into simpler terms mitar and taf reports are just concise statements of the expected weather conditions at an airport during a specific period of time there are three weather briefings that you should get to know before flying the first one is a standard briefing which should be obtained before every flight the second is an abbreviated briefing which should be requested when a departure is delayed and the final one is an outlook briefing which should be requested when a departure is six hours away weather reports are vital in assessing the safety of any ua mission prior to flight let's review a meta report metar is a routine weather report issued to understand the current weather that's observed at an airport during a specific time metars can be challenging to read so take your time and really understand the sequential order of how the information is reported what we're going to do is walk you through step by step of understanding an actual meta report from left to right let's start with number one on the far left hand side here which is going to tell you the type of report there are two types of reports there's a mitar report which is updated on an hourly basis and then there's a specie report which can be issued at any time to update the mitar report on any critical weather conditions that may be taking place so to review number one you're going to see the type of report as meetar or specie moving to the right number two is your station identifier or airport identifier which is given through a four-letter code this four-letter code has a unique three-letter airport identifier that comes after the letter k this three-letter code is established by the international civil aviation organization or icao for example gainesville regional airport in gainesville florida is identified by the letters k gnv k being the country designation and gnv being the airport identifier the letter k applies to the 48 states within the united states disclosing alaska in hawaii these two regions actually have their own unique country designation alaska's is pa followed by the three-letter airport identifier and hawaii can be found under ph followed by the three letter airport identifier moving on to number three which is the date and time of the meeta report put into a six digit group the first two digits are the date and the last four digits are the time of the meta report which is given in a universal time like utc now the z is appended to the end to denote the time is given in zulu time as opposed to local time once you know the universal time you can then use any online conversion tool to put this into local time if necessary now number four is the station modifier which will tell you whether the mitar report came from an automated source which would be shown in the format auto and then there's the potential that the meta report came from a corrected report which would be shown in the format cor a corrected report is usually sent out to correct a mistake that was published in a prior report number five is going to have your win data this is usually reported with five digits unless the speed is greater than 99 knots to which it becomes six digits the first three digits indicate the direction from which the wind is blowing in relation to true north after those first three numbers you're going to see the type of wind you're working with for example if the wind is variable you'll see vrb after the numbers now if the winds are gusting you'll see the letter g with the last two digits showing the highest expected speed of those wind gusts so if you see g35 the wind gusts will be expected to hit 35 knots moving on to the right number six on this meta report we have visibility visibility is reported in statute miles or sm which can either be in the form of a whole number or a fraction if it's a whole number represented let's say as 3 sm that's going to be three statute miles if it's represented as one half that's going to be one half of a statute mile this is an easy one because all you have to do is remember either whole numbers or fractions of the visibility in statute miles moving on to number seven we have weather now there are a few parts to the weather section that i want to make sure you understand starting with the intensity which will be shown either in the front as a minus sign for light intensity nothing for moderate intensity or it can be shown as a plus sign for heavy intensity the second part of the weather section following the intensity is the weather phenomena in the area if there's a tsra this depicts thunderstorms represented by the ts and heavy rain represented by that ra there so ts r a and finally the last part is the descriptor which can show haze rain or even snow number eight we have sky condition or cloud cover the first set of letters represents the status of the cloud cover for example bkn stands for broken in other words a broken cloud cover the three-digit set of numbers that follows represents the height of the cloud base in hundreds of feet agl so in this case bkn009 is a broken cloud cover at 009 or 900 feet above ground level so the height of the cloud base is at 900 feet that's the first half let's take a look at the second half here that ovc represents an overcast cloud for example 0 1 1 following it showing overcast clouds at 1100 feet agl the last indicator is cb which will give you an idea of the type of cloud for example in this case cb is a cumulonimbus cloud so again this section is going to give you a really good idea of the sky condition in a certain area number nine temperature and dew point the air temperature and dew point are always given in whole degrees celsius or 26 over 25 which would be a temperature of 26 degrees celsius and a dew point of 25 degrees celsius temperatures below zero degrees celsius are preceded by the letter m to indicate minus number 10 we have altimeter setting if you were a manned aircraft pilot this information would apply more directly to in-flight operations that are necessary to set the altimeter pressure so 2985 means you would set your altimeter pressure to 29.85 inches of mercury this is a four digit number group a 2985 and it's always preceded by the letter a so starting with a and then that four digit group and lastly number 11 which is for remarks so the remarks section always begins with the letters rmk to which comments may or may not appear in the section of the metar the information contained in this section may include wind data variable visibility beginning and ending times of particular phenomena pressure information and other various information deemed necessary so let's review this one more time from start to finish hey everyone so now we're going to review a mitar report example for you this metar is from chicago midway airport which you can tell by the airport identifier which is k followed by mdw or midway airport this was issued on the fourth which is the day and then the following four digits are the time which is 1852 hours zulu time the wind direction is at 120 degrees at 0 8 or 8 knots there's six statute miles of visibility with light rain that's the minus sign r a scattered clouds at 600 feet broken clouds at 4700 feet and overcast clouds at 11 000 feet then you can see we have 21 over 19 which means the temperature was 21 degrees celsius and the dew point was 19 degrees celsius and the altimeter setting the altimeter is at 2981 which means that the pilot should set the altimeter to 29.81 inches of mercury and lastly we end this meet our report with a remarks section so if this is something you've just seen for the first time i would recommend pausing the video here to take a closer look at the chart before moving on to the next section where we'll be discussing taf reports they're not as long as meetar reports so don't worry we'll see you in the next lecture [Music] welcome to this chapter on taft reports now a terminal aerodrome forecast or taf is a weather report established for the five statute mile radius around an airport something to remember taf reports are usually given for larger airports and they're only updated four times a day as opposed to the meta reports that are issued every hour a taf is usually valid for a 24 hour or 30 hour time period but the validity will vary and is always indicated from within the report which we'll cover in just a bit here the taf report is set up the same way as the meta report using abbreviations as descriptors in the following sequential order first we have the type of report which can be either a routine forecast or an amended forecast shown as either taf or taf amd for amended second we have the station identifier for the airport which is the same four letter identifier that's used in the meta report starting with k third date and time which is given to us in a six digit number code with the first two being the date and the last four being the time exactly the same as that mitar report next we have something that is unique to the taf report which is the valid period it's an eight digit number with the first two being the day of the month the next two are the starting hour the next two are the day and the last two are the ending hour and lastly forecast conditions which is the body of the taff here similar to the metar with wind visibility weather and sky conditions now this next part has an example of what a taf report might look like let's walk through this from left to right hey everyone so now we're going to review a taf report which as you can see is very similar to a meta report starting with k as the airport identifier followed by mdw standing for midway airport this taf report was issued on the 4th which is the day at 1744 hours zulu time and is valid from the 4th at 1800 hours zulu until the next day the 5th at 1800 hours zulu so for 24 hours this taf report is valid next we'll have wind direction we can expect 220 degrees at 8 knots with 6 statute miles visibility and again that minus sign will represent the light rain in the vicinity we can expect thunder showers with scattered clouds at 600 feet and those will be cumulonimbus clouds with cb at the end in addition we have broken clouds at 4 700 feet and overcast at 1100 feet now temporarily on the 4th at 1800 hours zulu time until later that day on the 4th at 20 100 hours zulu the visibility will be four statute miles with rain showers broken at 800 feet from the fourth at 2100 hours zulu time the wind direction will be 240 degrees at nine knots plus we have five statute miles of visibility in the vicinity there will be some rain showers we have scattered clouds at a thousand feet broken clouds at 2500 feet and overcast at 6 000 feet from the 5th at midnight zulu time we have wind at 270 degrees at 8 knots we'll have 6 statute miles visibility with scattered clouds at 2500 feet as well as broken at 6 000 feet then on the 5th starting at 0 300 hours or 3 am zulu we'll have wind direction 300 degrees at 10 knots with six statute miles visibility in addition scattered clouds at 2500 feet and broken clouds at 6 000 feet next from the fifth at six am zulu or zero six hundred hours we'll have winds coming from 320 degrees at eight knots we'll have six statute miles visibility few clouds 2500 feet scattered clouds at 6 000 feet then from the 5th at 1400 hours zulu or 10 am local time we'll have wind direction 340 degrees at 12 knots plus six statute miles of visibility and scattered clouds at six thousand feet be sure to test yourself on this taf report and then check the explanation in the text below for the correct answer we'll see in the next chapter [Music] we started the last chapter by introducing the standard abbreviated and outlook weather briefings which are the three most common ways to obtain weather information before flying a mission if you need a quick refresher here standard briefings should be obtained before every flight abbreviated briefings should be requested when a departure is delayed and outlook briefings which should be requested when a departure is six hours away now if you're interested in flying complex missions as a professional drone pilot i wanted to quickly introduce what's called the flight service station it's a number that you can call that will allow you to talk to a weather specialist and obtain no tams which are notices to airmen and tfrs or temporary flight restrictions that may be in the area the number is 1 800 wx brief and i would recommend getting their insight into what you're trying to accomplish in your mission now this next tool i'm going to show you should be used for flight planning purposes only and should be used in combination with sealing and visibility information from official sources such as metar and taf reports like we just discussed but if you're wondering what you can do as a remote pilot in command to ensure you're doing everything you can to safely prepare for a flight at an unfamiliar location i would recommend utilizing the aviation weather center's website where you can find tools like the hems tool or helicopter emergency medical services tool to give you an idea of what a tool like this would be used for think about low-flying aircrafts and how they have to maneuver at low altitude during an emergency what would allow them to determine whether a mission would be safe or not to move forward with aviationweather.gov built out the hems tool which shows you weather patterns at low altitude now even though this tool wasn't developed specifically for remote pilots in command it can be used as a tool to determine whether a mission is safe to fly or not we'll see in the next chapter [Music] in this chapter we'll be discussing the outside effects that weather can have on the flight of a small unmanned aircraft as well as some weather conditions to be aware of when planning your mission remember this module on weather effects takes up between 11 to 16 percent of the exam before we start i wanted to quickly review msl versus agl or mean sea level versus above ground level airport elevations are given to you in msl and depending on where you're located in the united states means sea level and your elevation at ground level where you're standing may be very different the reason for this is simple if you're thinking about flying your drone and you're located in denver colorado this will not affect your ability to fly when taking into consideration the 400 foot agl rule meaning if you're already at 5280 feet msl you can still fly up to 400 feet agl that's why it's very important to know the difference between mean sea level and above ground level so just a reminder all airspace is given to us in msl when discussing weather conditions you may hear the term absolute altitude which is just another way to describe the altitude or height of something that's starting at ground level now that we got that covered let's get right into it so density altitude can be described as the altitude relative to the standard atmosphere conditions at which the air density would equal the air density at the place of observation this is a pretty complex definition given out by the faa so let's take a moment to break this down further when i think of density altitude i directly relate it to the density of air at a certain elevation and how the aircraft would perform at that height let me explain so when your drone is up in the air it's using its propellers or wings to grab onto the air and if you're at a higher elevation like the rocky mountains of colorado your drone is going to be working harder to grab on to the thin air that's at that altitude this changes at different atmospheric conditions be aware that higher density altitude results in thinner air and low density altitude results in denser air so in other words at higher altitudes the molecules spread out and it's harder for the propellers to grab on to the thin air that would lift the aircraft higher density altitude occurs at higher elevations like the cold rocky mountains of colorado leading to reduced performance because of the thinner air and at lower density altitude higher temperatures and higher humidity lead to better performance due to the dense air that's in that region so just a quick recap on aircraft performance when there's a change in an aircraft's weight it produces a two-fold effect on climb performance an increase in altitude also increases the power required and vice versa therefore the climb performance of an aircraft actually diminishes with altitude now there is a such thing as wind obstructions which as a remote pilot in command is very important to be aware of obstructions on the ground affect the flow of wind and can be an unseen danger ground topography in large buildings can break up the flow of wind and create wind gusts that can change rapidly in speed and direction let's go through an example if you were to take a look at the topography of land that had rough gravel rocks or sand covering the ground this area would typically give off a large amount of heat in that region if you were to take a look at an area with watered vegetation like trees and tall plants this area would typically absorb and retain the heat in that specific region different regions have different surfaces and these surfaces create uneven circulation as the air transfers over that region this is called convective currents let's talk about the different ways a small unmanned aircraft can be affected while flying over various regions with differing surface topography if you're flying over that rocky gravel region on a warm summer day you're typically going to experience updrafts that shift the flight of your drone if you're looking to fly at low altitudes over a large body of water like a lake with cool expansive areas be sure to know that you're likely to experience downdrafts in that region this is especially true when you're flying over an ocean which brings us to the next point which is a sea breeze a sea breeze can be described by the way warm dense air over land heats up and rises only to be circulated and replaced by the cool air that's brought in from the flowing wind over the ocean this circulation pattern is called a sea breeze and can be described in the opposite fashion when it comes to night time as the sun sets the sea breeze reverses now what we'll begin to see is the land cool down faster than the water at night which means the cool wind over the land circulates through an offshore wind pushing it out to sea with the goal of replacing the warm air over the water that will eventually rise and get replaced in addition to wind obstructions flying in mountainous regions can be just as dangerous when you're flying in areas with high mountain peaks it's very important to gather as much pre-flight information as possible while the wind flows smoothly up one side of the mountain the upward currents help to carry an aircraft over the peak of the mountain however the wind on the leeward side does not act in a similar manner as the air flows down it follows the contour of the terrain leading to increased turbulence this tends to push an aircraft into the side of a mountain the stronger the wind the greater the downward pressure and the turbulence become speaking of wind speed and direction changing rapidly wind shear is a weather condition to be very aware of it's a drastic change in speed and direction over a small area which means that it's more abrupt and more violent in some scenarios wind shear is dangerous to an aircraft for example a tailwind can quickly change to a headwind causing an unexpected increase in air speed and performance this chapter discusses many examples of weather effects but microbursts can be defined as the most severe type of wind shear if you ever encounter a micro burst your drone could experience performance increasing headwinds followed by performance decreasing downdrafts all within a distance of less than a mile when this happens it can actually produce dangerously low to the ground flight and it can affect the safety of your mission so watch out for those inadvertent micro burst encounters with that said let's talk about how you can identify a microburst a typical microburst has a horizontal diameter of one to two miles a nominal depth of 1000 feet a life span of 5 to 15 minutes downdrafts up to 6 000 feet per minute and headwind losses of 30 to 90 knots again that's just how you can identify it now don't get too caught up on the numbers but microbursts are actually important to identify so make sure you understand the negative impacts that microbursts have on flight remember microbursts are so dangerous because they occur in relatively small areas and can be an unforeseen danger to remote pilots we'll see in the next [Music] chapter hey everyone let's start with a review of moisture water can be found in the atmosphere in three states liquid solid or gas if you remember all the way back to elementary school as water changes from one form to another there's an exchange of heat those changes boil down to evaporation sublimation condensation deposition melting and freezing the two that we'll be focusing on are evaporation and sublimation be sure to make some notes on these two definitions as well as the six different types of fog we'll be exploring here in a second evaporation is the process that occurs when liquid water is turned to liquid vapor sublimation is the process that occurs when ice is turned into water vapor if you've ever played with dry ice this is the case here there are six main types of fog however we'll only be discussing the four types that are going to show up on your knowledge test the first one is called radiation fog which ultimately takes place after a long day of the sun heating up the ground as the cool evening air comes around that hot surface radiates heat upwards towards the crisp air and the outcome is called radiation fog the environment has to be very calm in order for this type of fog to exist once you get a small breeze involved it will immediately clear out the air the next topic of discussion is advection fog which you'd be familiar with if you happen to live near the ocean as warm moist air moves sideways across the surface towards a large body of cool water its temperature drops and the interaction that takes place creates fog if you live on the beach you've seen this take place as the warm air moves across the sand towards the cool morning water and it creates a layer of advection fog right over the surface as temperature and dew point converge fog is created sometimes it's hard to picture how fog would form but in the case of upslope fog moist air flows towards the slope and as the air rises with the terrain it cools the air on the slope and condensation occurs upslope fog needs a little wind to help push the warm moist air up the mountain as it moves up in altitude and it cools down and condenses right into fog if you live in colorado you'll likely see upslope fog which is common actually in the rocky mountains the last type of fog you'll need to know for the knowledge test is called precipitation-induced fog otherwise known as steam fog this typically happens during the summertime when the ground has been heated by the sun all day and there's a slight shower of precipitation that when it hits the hot ground immediately turns into steam which is why it's otherwise known as steam fog so if you see precipitation induced fog on your exam think precipitation as in rain and how the rain hits the hot surface causing the steam reaction to occur that's it for this chapter we'll see in the next video [Music] hey everyone welcome to this chapter on the three main cloud formations you'll have to identify as a remote pilot in command let's start with low-level clouds which are classified as 6500 feet and below anything above 6500 feet extending into the middle and high cloud range aren't going to be applicable to uas pilots due to the fact that you won't be flying in that region because of height restrictions low clouds encompass two main cloud types which are stratus clouds and cumulus clouds that may be indicators for the weather cumulus clouds are white fluffy clouds that are scattered throughout the sky if you see these fair weather clouds it could be a great day to have a picnic in latin cumulus actually means heap and the reason for that is because these cloud types usually build vertically getting thicker and thicker as they extend upwards as these clouds grow you might see some precipitation alongside thunderstorms which is when you want to add the suffix nimbus which means rain so cumulonimbus clouds are strong vertical clouds with precipitation next up we have stratus clouds which aren't as exciting as cumulus clouds stratus clouds are typically dismal clouds that fill the sky with a layer of dark cover in latin stratus means layer and can be seen as a gloomy blanket that might bring precipitation at that low cloud level keep in mind you'll only need to know low level clouds when flying your suas but you might see a few weather questions that incorporate high level clouds which are 20 000 feet and above called cirrus clouds cirrus clouds are wispy thin clouds that mainly indicate that a change in weather is about to happen you've probably seen these thin clouds if you ever look up on a clear day perhaps during a hike that's it for this chapter and we'll see you in the next [Music] video hey everyone in the last chapter we discussed cumulus clouds which when the suffix nimbus is added becomes a dense vertical towering rain cloud that's commonly associated with instability in the atmosphere and thunderstorms they're usually the most dangerous cloud type due to the fact that they can produce lightning and severe tornadoes let's talk about the different stages of a thunderstorm and the danger it can pose to a remote pilot in command there are three stages to a thunderstorm the cumulus stage the mature stage and the dissipating stage the first stage of a thunderstorm is the cumulus stage the cumulus stage produces strong updrafts and the cloud growth rate can actually exceed 3000 feet per minute as you can probably gather it would be unwise to operate your suas in these conditions the second stage of a thunderstorm is the mature stage which is the most intense stage of a thunderstorm keep that in mind for your exam the precipitation indicates strong downdrafts which can exceed 2500 feet per minute very important that you remember all thunderstorms reach their greatest intensity during the mature stage the third and final stage of a thunderstorm is when the downdrafts actually force the storm to die rapidly once the downdrafts and rain have ended the storm is complete i've talked to many professionals in the industry and they don't recommend operating your drone within a 20 nautical mile radius of a thunderstorm now for aviation purposes let's discuss ceilings and visibility the lowest layer of clouds is called a ceiling and they can be reported in two ways either as broken or overcast if you remember from the previous chapter on mitar and taf reports you'll be able to find the current information on ceilings from the automated weather stations closely related to the topics of ceilings and cloud cover you have visibility which refers to the greatest horizontal distance that certain objects can be viewed with the naked eye if you'd like to obtain more information on visibility at a specific location make sure to check out those mita reports or visit 1800wxbrief.com we'll see in the next chapter [Music] hey everyone welcome to this chapter on the main differences between stable and unstable air masses these topics are guaranteed to be on your part 107 exam let's first discuss stable air masses which are the types of conditions that we as remote pilots in command are going to want to fly in the first question on your exam revolving around this topic will be what is a characteristic of a stable air mass well let's discuss stable air masses usually are very consistent with their conditions you'll see stratiform clouds which are nice smooth low-flying clouds with no vertical development by vertical development i mean you won't see a thick heavy cloud from top to bottom these stratiform clouds are usually very thin inside the stratiform clouds you'll have low visibility which is one of its most common characteristics think about fog here in order to have fog there typically won't be too much unsettling wind it usually just sits there if you've ever been on the freeway driving to work in the morning there's a high chance you are looking at a stratiform cloud which as you know has very poor visibility the last characteristic of stable air is continuous precipitation where the key word is continuous think about the environment when it rains at a slow and steady rate there usually aren't any crazy clouds producing stable precipitation which is why it's a characteristic of stable air masses moving on to unstable air which will typically produce cumulus clouds now as we mentioned these are big white puffy clouds that build vertically in the air updraft and heat usually helps them build vertically in size and they'll have showery precipitation and there's nothing consistent about it believe it or not unstable air actually produces good visibility because the wind direction is constantly changing a good example scenario to help you visualize unstable air masses would be in the afternoon thunderstorms perhaps in the summer heat that's it for this chapter we'll see you in the next module [Music] in order to pass the airman knowledge test to become a remote pilot in command you'll need to demonstrate knowledge that you understand the airspace classification system the sky is broken up into six basic classifications of airspace we have class a airspace class b class c d e and class g airspace in addition there are several types of special use airspace set aside for the military to use or for national security often uas operations occur in uncontrolled airspace which is class g airspace and you won't need clearance from anyone before you go flying however you need to be able to identify all the different classes of airspace so that you know if you'll need permission or not you can find the current authorization process on the website www.faa.gov uas generally airspace is given a classification depending on what happens inside of it the airspace over a busy airport is tightly controlled but over sparsely populated rural areas it's typically uncontrolled if the military is going to use a specific part of the sky for its pilots to practice let's say aerial dog fighting it'll be designated for that purpose and everyone else is expected to keep out of the six general airspace classifications a b c d and e are controlled airspace as a uas pilot you need clearance from the faa or from air traffic control before flying class g airspace is uncontrolled meaning you can fly without permission from anyone in addition to the different airspace classifications there are several types of special use airspace that are typically set aside for the military to use or to safeguard national security these include prohibited restricted warning and military operations areas among others let's start with controlled airspace remember to fly in any of these types of airspace you'll need permission from the faa or from air traffic control to fly class a airspace exists exclusively at high altitude meaning 18 000 feet msl and above operations in class a airspace are prohibited under part 107 but that doesn't matter for uas pilots because we never fly that high anyway class b airspace surrounds the nation's busiest airports such as new york atlanta las vegas and seattle typically class b airspace extends from the surface to 10 000 feet above the airport that it serves however not all class b airspace actually touches the ground think of class b airspace like an upside down wedding cake as you go higher and higher it gets bigger and bigger pilots refer to those overhead tiers of airspace as shelves those shelves hang out over other types of airspace underneath including class g airspace where uas pilots can fly without permission now class c airspace surrounds major airports that aren't quite as busy as the airports in class b airspace class c airports include oakland fort lauderdale orlando and chicago midway as a general rule class c airspace usually consists of a five nautical mile radius that extends from the surface up to 4000 feet above the airport elevation and a 10 nautical mile radius that extends no lower than 1200 feet up to 4000 feet above the airport's elevation the normal radius of an outer area is 20 nautical miles which means the top shelf of class c airspace is 10 nautical miles from the airport in the middle to the outer ring extending in both directions like class b airspace it also has an upside-down wedding cake configuration with shelves of class c airspace at altitude that hang out over other types of airspace below it class d airspace surrounds smaller regional airports that may not have a full-time control tower there aren't any shelves in class d airspace in fact it's basically a cylinder sitting on the surface of the earth that goes straight up to its ceiling typically 2500 feet above the airport class e airspace encompasses most of the airspace below class a airspace up to but not including 18 000 feet means sea level class e is everything that's left over once you account for class b airspace class c d and class g air space class e only touches the ground in one specific circumstance at an airport with an instrument approach system that does not have a control tower remember class b class c d and e air space are all controlled airspace meaning you must get clearance from the faa or from air traffic control before operating an suas in any of these classifications now let's talk about class g airspace which is uncontrolled that means you as an suas pilot can fly here without clearance class g airspace extends from the surface up to the class e airspace above either 700 feet or 1200 feet above ground level uas pilots are limited to a maximum altitude of 400 feet above ground level which means you can fly up to that limit anywhere that isn't class b class c class d or class e air airspace that's a lot of sky that you have available to you we'll see in the next chapter [Music] hey everyone let's take a look at the different kinds of special use airspace we have prohibited restricted warning and military operations areas as well as alert areas controlled firing areas and national security areas now as the name suggests all flight operations are prohibited in prohibited areas the governing agency could technically give you permission to fly in a prohibited area but from my experience that's probably not going to happen prohibited airspace protects our most sensitive national assets such as the national mall in washington dc where the white house and the capitol building are located if you were to see a prohibited area on a sectional chart it would be identified by its blue hash marks we'll be discussing how to read a sectional chart in a later lesson but for now i want you to be familiar with the characteristics of these special use airspaces so that you have a general understanding of them by the time we get to the next chapter prohibited areas will be shown in blue hash marks typically with the letter p followed by a number so for example if you see p30 which is prohibited 30 on a sectional chart you won't be able to fly it's prohibited to all aircrafts and it's a super easy way to lose your remote pilot certificate restricted airspace has been set aside for the military to conduct training operations and testing that would be enormously hazardous to any aircraft that isn't part of the exercise think live fire artillery drills and guided missile testing it's in your best interest to stay away from these restricted areas if for some reason you are interested in seeking permission to fly you'll need to contact the military that controls the airspace and determine whether the location is what's called hot or cold if they respond saying the airspace is hot which means it's currently in use for operation there is no chance you're going to get authorization to fly if they respond saying it's cold just make sure to work with them go through the proper authorization process with their permission of course this restricted airspace will also be shown by blue hash marks on a sectional chart and if you're wondering how you'll be able to differentiate a restricted area from the previously discussed prohibited area it's very easy the restricted area will have an r followed by some numbers within the blue hash marks and the prohibited area will be intensified by a p followed by some numbers in those hash marks warning areas are very similar in nature to restricted areas however the united states government does not have sole jurisdiction over the airspace in question such as out over international waters in the case of warning areas you'll typically see them off the coast showing a w followed by a few numbers and representing low-flying aircrafts keep in mind this is still class g uncontrolled airspace so you are still able to fly from let's say a boat just keep in mind there may be other aircrafts in the area military operations areas called moas for short they're pieces of the sky that have been set aside for military training think of moas like a light bulb they can either be on or off if you were to see an moa on a sectional chart it could be identified by magenta hash marks and a remote pilot in command would need to exercise extreme caution in this region when an moa is active it is possible to get permission from air traffic control to fly in the affected airspace however there's no guarantee you'll be given clearance and you could just as easily be denied permission in an alert area you would expect to find a high volume of pilot training or unusual aerial activity you are permitted to fly in an alert area however you should maintain a high degree of awareness of your surroundings expect the unexpected controlled firing areas also known as cfas may include activities similar to restricted areas weapons training and testing for example the difference between the two is that the agency operating the cfa must keep watch for outside aircrafts and immediately suspend operations if one is spotted national security areas or nsas for short define a block of airspace above sensitive facilities such as munition dumps or submarine bases each nsa is marked with a block of text specifying the altitude above the facility that pilots should maintain compliance with nsa advisories is voluntary but especially as a suas pilot you would be well advised to avoid them we'll see in the next chapter [Music] when a remote pilot is planning an operation in the vicinity of an airport it's important to review the current data for that airport in the last module we spoke about mitar and taft reports which provide weather data and this is very similar the main difference is that no tams and tfrs refer to airport data that you would obtain before a mission a remote pilot in command can use a no tam or notice to airmen to help make an informed decision about where and when to operate their small ua prior to any flight pilots should always check for any no tams that could affect their intended flight path the two best ways to search for no tams would be at 1 800 wxbrief.com which we mentioned earlier in the course as a trusted site for weather reports or you can check the faa's official website which provides in-depth notices to airmen the chart supplement is also a great place to obtain information on airports heliports and seaplane bases that are open to the public it's published in seven books which are organized by region and revised every 56 days so a great source for information there are plenty of other ways to acquire this information through apps that i'll include in the description below let's say air map or skyward for example temporary flight restrictions or tfrs prohibit aircraft from operating in a specified area for a period of time tfrs are posted via notices to airmen which is why it's always vitally important to check your no tams before flying there are several reasons that a tfr can be issued let's say a visit by the president or vice president a major sporting event or concert wildfires or other natural disasters if a tfr is in effect you are prohibited from flying unless you have a specific permission from the agency that has requested it that's it for this video we'll see you in the next chapter

Channel: Altitude University

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Id: GeaJW11dHUg

Length: 93min 50sec (5630 seconds)

Published: Fri Dec 04 2020