Part 107 operations practice questions

Initial callup should be made about 15 miles from the airport.

pilots are required to maintain two-way radio contact with the tower while operating within the Class B, Class C, and Class D surface area unless the tower authorizes otherwise.

Pilots of inbound traffic should monitor and communicate as appropriate on the designated CTAF from 10 miles to landing.

Pilots of inbound traffic should monitor and communicate as appropriate on the designated CTAF from 10 miles to landing.

other aircraft may not have communication capability or, in some cases, pilots may not communicate their presence or intentions when operating into or out of such airports.

LOMPOC (LPC) AWOS-3PT 133.875 88 *L 46 122.7 Ⓒ RP 25

Ⓒ - Follows the Common Traffic Advisory Frequency (CTAF)

ASOS/AWOS 135.42 - Automated Surface Weather Observing Systems (shown where full-time ATIS not available).

Follows the Common Traffic Advisory Frequency (CTAF)

A CTAF is a frequency designated for the purpose of carrying out airport advisory practices while operating to or from an airport without an operating control tower.

CHESAPEAKE RGNL (CPK) AWOS-3 123.675 19 *L 55 123.075 C

Follows the Common Traffic Advisory

A CTAF is a frequency designated for the purpose of carrying out airport advisory practices while operating to or from an airport without an operating control tower.

It should be noted that aircraft operating to or from another nearby airport may be making self-announce broadcasts on the same UNICOM or MULTICOM frequency.

To help identify one airport from another, the airport name should be spoken at the beginning and end of each self-announce transmission.

When referring to a specific runway, pilots should use the runway number and not use the phrase “Active Runway.”

Pilots stating, “Traffic in the area, please advise” is not a recognized Self-Announce Position and/or Intention phrase and should not be used under any condition.

UNICOM is a nongovernment air/ground radio communication station which may provide airport information at public use airports where there is no tower or FSS.

On pilot request, UNICOM stations may provide pilots with weather information, wind direction, the recommended runway, or other necessary information.

ATIS is the continuous broadcast of recorded noncontrol information in selected high activity terminal areas.

AWOS automatically provides computer-generated voice observations directly to aircraft in the vicinity of airports, using FAA ground-to-air radio.

The ceiling/sky condition, visibility, and obstructions to vision may be omitted from the ATIS broadcast if the ceiling is above 5,000 feet and the visibility is more than 5 miles.

The absence of a sky condition or ceiling and/or visibility on ATIS indicates a sky condition or ceiling of 5,000 feet or above and visibility of 5 miles or more.

Air Taxi or other commercial operators not having FAA authorized call signs should prefix their normal identification with the phonetic word “Tango.”

student pilots need only identify themselves as a student pilot during their initial call to an FAA radio facility.

To receive priority handling from ATC, the pilot must verbally identify the flight in radio transmissions by stating “MEDEVAC” followed by the FAA authorized call sign

Civil aircraft pilots should state the aircraft type, model or manufacturer’s name, followed by the digits/letters of the registration number.

When the aircraft manufacturer’s name or model is stated, the prefix “N” is dropped; e.g., Aztec Two Four Six Four Alpha.

S ●●● Sierra (SEE−AIR−RAH) T — Tango (TANG−GO)

Y —●—— Yankee (YANG−KEY) Z ——●● Zulu (ZOO−LOO)

M —— Mike (MIKE) N —● November (NO−VEM−BER)

Airport means an area of land or water that is used or intended to be used for the landing and takeoff of aircraft, and includes its buildings and facilities, if any.

The definition for airports refers to any area of land or water used or intended for landing or takeoff of aircraft.

special types of facilities including seaplane bases, heliports, and facilities to accommodate tilt rotor aircraft

Helicopters operating in the traffic pattern may fly a pattern similar to the fixed-wing aircraft pattern, but at a lower altitude (500 AGL) and closer to the runway.

Propeller-driven aircraft enter the traffic pattern at 1,000 feet above ground level (AGL).

Large and turbine-powered aircraft enter the traffic pattern at an altitude of not less than 1,500 feet AGL or 500 feet above the established pattern altitude.

Right traffic information is shown using the abbreviation 'RP' for right pattern, followed by the appropriate runway number(s) (RP 18).

Special conditions or restrictions to the right pattern are indicated by the use of an asterisk (*RP) to direct the pilot to the Chart Supplement for special instructions and/or restrictions.

DO NOT SEND BIRD REMAINS TO THE FAA.

Paper copies of FAA Form 5200-7 may also be obtained from the appropriate Airports District Offices (ADO), Flight Standards District Offices (FSDO), and Flight Service Stations (FSS)

closely with the Feather Identification Lab at the Smithsonian Institution

Birdstrike remains that cannot be identified by airport personnel or by a local biologist can be sent (with FAA Form 5200-7) to the Smithsonian Museum for identification.

White and Green− Lighted land airport.

White and Yellow− Lighted water airport.

Green, Yellow, and White− Lighted heliport.

Military airport beacons flash alternately white and green, but are differentiated from civil beacons by dualpeaked (two quick) white flashes between the green flashes.

Preprogrammed or predetermined mitigations to ensure the continued safe operation of the UA in the event of a lost link (LL).

In the event positive link cannot be established, flight termination must be implemented.

The intentional and deliberate process of terminating the flight of a UA in the event of an unrecoverable lost link, loss of control, or other failure that compromises the safety of flight.

These events are geographically limited, coordinated, scheduled, and advertised via GPS and/or WAAS NOTAMS.

both RF bands (2.4 GHz and 5.8 GHz) are considered line of sight and the command and control link between the CS and the small unmanned aircraft will not work properly when barriers are between the CS and the unmanned aircraft.

Part 107 requires the remote PIC or person manipulating the controls to be able to see the unmanned aircraft at all times, which should also help prevent obstructions from interfering with the line of sight frequency spectrum.

the remote pilot in command, the visual observer (if one is used), and the person manipulating the flight control of the small unmanned aircraft system must be able to see the unmanned aircraft throughout the entire flight

Although the remote PIC and person manipulating the controls must maintain the capability to see the small unmanned aircraft

Such potential hazards include night vision adaptation when unlit towers and buildings are present in the area of operation.

Many CRM principles have been successfully applied to single-pilot aircraft and led to the development of Single-Pilot Resource Management (SRM).

The first noticeable effect of dehydration is fatigue, which in turn makes top physical and mental performance difficult, if not impossible.

If this fluid is not replaced, fatigue progresses to dizziness, weakness, nausea, tingling of hands and feet, abdominal cramps, and extreme thirst.

The problem is that the thirst mechanism arrives too late

For any new medication, OTC or prescribed, you should wait at least 48 hours after the first dose before flying to determine you do not have any adverse side effects that would make it unsafe to operate an aircraft.

OTC or prescribed, you should wait at least 48 hours after

Consumed any alcoholic beverage within the preceding 8 hours;

The symptoms of hyperventilation subside within a few minutes after the rate and depth of breathing are consciously brought back under control.

Examples of stressors include physical stress (noise or vibration), physiological stress (fatigue), and psychological stress (difficult work or personal situations).

Excessive illumination, especially from light reflected off the canopy, surfaces inside the aircraft, clouds, water, snow, and desert terrain, can produce glare, with uncomfortable squinting, watering of the eyes, and even temporary blindness.

Sunglasses for protection from glare should absorb at least 85 percent of visible light (15 percent transmittance) and all colors equally (neutral transmittance)

In darkness, vision becomes more sensitive to light, a process called dark adaptation. Although exposure to total darkness for at least 30 minutes is required for complete dark adaptation

Dark adaptation is impaired by exposure to cabin pressure altitudes above 5,000 feet, carbon monoxide inhaled in smoking and from exhaust fumes, deficiency of Vitamin A in the diet, and by prolonged exposure to bright sunlight.

Start the small UAS propellers to inspect for any imbalance or irregular operation;

At a controlled low altitude, fly within range of any interference and recheck all controls and stability; and

below is a chart offering conditions that, if noticed during a preflight inspection or check, may support a determination that the small unmanned aircraft is not in a condition for safe operation.

Further inspect to determine integrity of the battery as a reliable power source.

Distorted battery casings may indicate impending failure resulting in abrupt power loss and/or explosion.

An electrical hazard may be present, posing a risk of fire or extreme heat

For operators that rapidly accumulate flight operational hours/cycles, recordkeeping of a small UAS may provide an essential safety support.

Methodical maintenance and inspection data collection can prove to be very helpful in the tracking of small UAS component service life, as well as systemic component, equipage, and structural failure events.