AC 107-small UAS 

1 

U.S. Department 

of Transportation 

Federal Aviation 

Administration 

Advisory 

Circular 

Subject: Small Unmanned Aircraft Systems 

(small UAS) 

Date: NPRM DRAFT 

Initiated by: AFS-80 

AC No: 107-small 

UAS 

Change: 

FOREWORD 

The Federal Aviation Administration (FAA) is proposing to amend its regulations to adopt 

specific rules for the operation of Small Unmanned Aircraft Systems (small UAS) in the 

National Airspace System (NAS) through a notice of proposed rulemaking (NPRM). These 

changes would address the classification of small UAS, certification of small UAS operators, 

registration of small UAS, and small UAS operational limitations. This advisory circular (AC) 

provides guidance for conducting small UAS operations in the NAS in accordance with Title 14 

of the Code of Federal Regulations (14 CFR) “proposed” part 107. 

John S. Duncan 

Director, Flight Standards Service 

 
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TABLE OF CONTENTS 

 
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CHAPTER 1. GENERAL 

1-1. PURPOSE. This advisory circular (AC) provides guidance in the areas of airman 

(operator) certification, aircraft registration and marking, aircraft airworthiness, and the 

operation of small unmanned aircraft systems (small UAS) in the National Airspace System 

(NAS) to promote compliance with the requirements of Title 14 of the Code of Federal 

Regulations (14 CFR) part 107 Small Unmanned Aircraft Systems. It does not provide, nor 

is it intended to provide, a legal interpretation of the regulations. Operators are encouraged 

to use this information to develop an operational program that meets both their individual 

situation and the requirements of the Federal Aviation Administration (FAA). 

Note: This AC uses mandatory terms such as “must” only in the sense of ensuring 

applicability of these particular methods of compliance when using the acceptable 

means of compliance described herein. This AC is not mandatory and does not 

constitute a regulation. This AC does not change, add to, or delete regulatory 

requirements or authorize deviations from regulatory requirements. 

We also note that this AC is not intended to cover every single provision of proposed 

part 107. Rather, this AC is intended to provide guidance on those provisions of 

proposed part 107 where additional information may be helpful. We emphasize, 

however, that persons subject to proposed part 107 would be responsible for 

complying with every applicable provision of part 107, regardless of whether the 

provision is discussed in this AC. 

REQUEST FOR INFORMATION. Direct comments and suggestions for improving this 

publication to: 

Federal Aviation Administration 

AFS-80 Unmanned Aircraft Systems (UAS) Integration Office 

490 L’Enfant Plaza SW, Suite 3200 

Washington, DC 20024 

 
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CHAPTER 2. REFERENCES 

2-1. RELATED CODE OF FEDERAL REGULATIONS (CFR) PARTS AND 

SECTIONS. The following regulations, parts, and sections can be found at 

http://www.faa.gov/regulations_policies/faa_regulations/ . 

 Title 14 CFR Part 1, Definitions and Abbreviations. 

 Title 14 CFR Part 45, Subpart C. 

 Title 14 CFR Part 47, Aircraft Registration. 

 Title 14 CFR Part 71, Designation of Class A, B, C, D, and E Airspace Areas; Air Traffic 

Service Routes; and Reporting Points. 

 Title 14 CFR Part 73, Special Use Airspace. 

 Title 14 CFR Part 91. 

 Title 14 CFR Part 93 

 Title 14 CFR Part 101 

 Title 47 CFR Part 87, Aviation Services. 

2-2. NOTICES TO AIRMEN (NOTAMS). Information on how to obtain NOTAMs can 

be at https://pilotweb.nas.faa.gov/PilotWeb/ . 

2-3. RELATED READING MATERIAL. 

a. FAA Advisory Circulars (AC), Notices, and Orders (current editions). You can find 

the following publications on the FAA Web site at 

http://www.faa.gov/regulations_policies/advisory_circulars/ and 

http://www.faa.gov/regulations_policies/orders_notices/ . 

 FAA AC 60-28A – English Language Skills 

 FAA Order 8130.34, Airworthiness Certification of Unmanned Aircraft Systems and 

Optionally Piloted Aircraft. 

 FAA Order JO 7110.10, Flight Services. 

 FAA Order JO 7110.65, Air Traffic Control. 

 FAA Order JO 7210.3, Facility Operation and Administration. 

 FAA Order JO 7400.9, Airspace Designations and Reporting Points. 

 FAA AC 120-92 – Safety Risk Management Systems for Aviation Service Providers 

b. FAA Handbooks, Manuals and Other Publications. You can find the following 

handbooks, manuals and other publications on the FAA Web site at 

http://www.faa.gov/regulations_policies/handbooks_manuals/ . 

 Aeronautical Information Manual (AIM) - http://www.faa.gov/air_traffic/publications/

 Aeronautical Charts - http://faacharts.faa.gov/ 

 Aeronautical Charts - http://www.faa.gov/air_traffic/flight_info/aeronav/digital_products/ 

 Notices To Airmen (NOTAM) - https://pilotweb.nas.faa.gov/PilotWeb/ 

 Pilot/Controller Glossary – http://www.faa.gov/air_traffic/publications/
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 Pilot’s Handbook of Aeronautical Knowledge – 

http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/pilot_handbook/

 General Aviation Pilot’s Guide to Preflight Weather Planning, Weather Self-Briefings, 

and Weather Decision Making – 

http://www.faa.gov/pilots/safety/media/ga_weather_decision_making.pdf

 Risk Management Handbook – 

http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/risk_management_

handbook/

 FAA Knowledge Testing Centers - 

http://www.faa.gov/training_testing/testing/media/test_centers.pdf

 FAA Knowledge Test Guide for a UAS Operator Certificate with a Small UAS Rating –

(TBD) 

c. RTCA, Inc. Documents (current editions). Copies of the following RTCA, Inc. 

documents are available for purchase online at http://www.rtca.org: 

 DO-178B, Software Considerations in Airborne Systems and Equipment Certification. 

 DO-304, Guidance Material and Considerations for Unmanned Aircraft Systems. 

d. Public Law. Public Law 112-95, Subtitle B — Unmanned Aircraft Systems, §§ 331 – 

336. 

 
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CHAPTER 3. BACKGROUND 

3-1. SMALL UNMANNED AIRCRAFT AND SMALL UNMANNED AIRCRAFT 

SYSTEM. A small unmanned aircraft is an aircraft whose total takeoff weight is less than 

55 pounds (25 kilograms) and can be flown without the possibility of direct human 

intervention from within or on the aircraft. A small unmanned aircraft system (UAS) 

includes the small unmanned aircraft and its associated elements (such as communication 

links and the components that control it) that are required for the safe and efficient operation 

of the small unmanned aircraft. 

3-2. PART 107—A REGULATORY FIRST STEP. The FAA addresses aviation safety 

in three key areas: personnel, equipment, and operations. The FAA assesses each of these 

areas both independently to meet current regulations and standards, as well as collectively to 

ensure no conflicts exist overall that would create an unsafe condition. This approach allows 

the FAA to be flexible in responding to the needs of the aviation community while still able 

to establish standards for future growth and development. Part 107 contains subparts that 

focus on each of these key aviation safety areas specific to small UAS, and the chapters in 

this AC are organized in the same manner. 

 
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CHAPTER 4. PART 107 SUBPART A—GENERAL 

4-1. APPLICABILITY. This chapter provides guidance regarding the applicability of Part 

107 to civil small unmanned aircraft operations conducted within the National Airspace 

System (NAS). However, Part 107 does not apply to the following: 

 Model Aircraft that are operated in accordance with Public Law 112-95 Section 336, 

which applies to model aircraft meeting all of the following criteria: 

o The aircraft is flown strictly for hobby or recreational use; 

o The aircraft is operated in accordance with a community-based set of safety 

guidelines and within the programming of a nationwide community-based 

organization; 

o The aircraft is limited to not more than 55 pounds unless otherwise certified 

through a design, construction, inspection, flight test, and operational safety 

program administered by a community-based organization; 

o The aircraft is operated in a manner that does not interfere with and gives way to 

any manned aircraft; and 

o When flown within 5 miles of an airport, the operator of the aircraft provides the 

airport operator and the airport air traffic control tower (when an air traffic facility 

is located at the airport) with prior notice of the operation; 

 Aircraft conducting an external load operation; 

 Any aircraft towing another aircraft or object; 

 Air carriers (aircraft transporting persons or property for compensation or hire); 

 Operations conducted outside the United States; 

 Amateur rockets; 

 Moored balloons; 

 Unmanned free balloons; 

 Kites; 

 Public aircraft operations that are not conducted as civil operations; or 

 Any aircraft that is ineligible for U.S. registration under 14 CFR § 47.3. 

4-2. DEFINITIONS. Part 107 defines the following set of terms, some of which may also 

be used in other regulatory parts and defined elsewhere. Where a term or abbreviation is 

used and defined in Part 107, that definition or abbreviation takes precedent when applied to 

Part 107. 

Control station means an interface used by the operator to control the flight path 

of the small unmanned aircraft. 

Corrective lenses means spectacles or contact lenses. 

Model aircraft means an unmanned aircraft that is: 

(i) Capable of sustained flight in the atmosphere; 

(ii) Flown within visual line of sight of the person operating the aircraft; and 
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(iii) Flown for hobby or recreational purposes. 

Operator means a person who manipulates the flight controls of a small 

unmanned aircraft system. 

Small unmanned aircraft means an unmanned aircraft weighing less than 55 

pounds, including everything that is onboard the aircraft. 

Small unmanned aircraft system means a small unmanned aircraft and its 

associated elements (including communication links and the components that 

control the small unmanned aircraft) that are required for the safe and efficient 

operation of the small unmanned aircraft in the national airspace system. 

Unmanned aircraft means an aircraft operated without the possibility of direct 

human intervention from within or on the aircraft. 

Visual observer means a person who assists the small unmanned aircraft operator 

to see and avoid other air traffic or objects aloft or on the ground. 

 

4-3. ABBREVIATIONS/ACRONYMS USED IN THE ADVISORY CIRCULAR. 

 AC – Advisory Circular 

 ACR – Airman Certification Representative 

 AGL – Above Ground Level 

 ATC – Air Traffic Control 

 CFI - Certificated Flight Instructor 

 CFR - Code of Federal Regulations 

 FAA - Federal Aviation Administration 

 FSDO - Flight Standards District Office 

 GPS - Global Positioning (Satellite) System 

 IACRA – Integrated Airman Certificate and/or Rating Application 

 KTC – Knowledge Testing Center 

 KTS – Knots 

 MSL – Mean Sea Level 

 NOTAM – Notice to Airmen 

 NAS – National Airspace System 

 PE – Pilot Examiner 

 SAA – See and Avoid 

 UAS- Unmanned Aircraft Systems 

 U.S.C. - United States Code 

 VO - Visual Observer 

4-4. FALSIFICATION, REPRODUCTION, OR ALTERATION. The FAA relies on 

information provided by owners and operators of small unmanned aircraft systems (UAS) 
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when it authorizes operations or when it has to make a compliance determination. 

Accordingly, the FAA may take appropriate action against a small UAS owner or operator 

who fraudulently or knowingly provides false records or reports, or otherwise reproduces or 

alters any records, reports, or other information for fraudulent purposes. Such action could 

include civil sanctions and the suspension or revocation of a certificate or waiver. 

4-5. ACCIDENT REPORTING. The operator of the small UAS is required to report any 

injury to a person or damage to property, other than the small UAS, resulting from the 

operation of the small UAS within 10 days of the operation that created the injury or damage. 

That report must be given to the FAA Flight Standards District Office (FSDO) nearest to 

where the injury or damage occurred. The FSDO will require the small UAS operator to 

provide the following information:

 Small UAS Operator’s Name and Contact Information; 

 Small UAS Operator’s FAA Airman Certificate Number; 

 Small UAS Information, 

o Registration Number (N-number) of the small unmanned aircraft; 

o Name of Registered Owner; 

 Location of the Accident; 

 Date of the Accident; 

 Person(s) Injured and Extent of Injury, if any or known; 

 Property Damaged and Extent of Damage, if any or known; and 

 Description of what happened. 

A listing of FSDOs can be found at http://www.faa.gov/about/office_org/field_offices/fsdo/ .

 
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CHAPTER 5. PART 107 SUBPART B, OPERATING LIMITATIONS FOR SMALL 

UNMANNED AIRCRAFT SYSTEMS (SMALL UAS) 

5-1. APPLICABILITY. This chapter provides guidance regarding small UAS operating 

limitations and the responsibilities of a small UAS operator, visual observer, and other 

personnel that may be directly involved in the small UAS flight operation. A person is 

directly involved in the operation when his or her involvement is necessary for the safe 

operation of the small unmanned aircraft. 

5-2. OPERATOR CERTIFICATION. A person operating a small unmanned aircraft in 

the National Airspace System (NAS) must have an unmanned aircraft operator certificate 

with a small UAS rating issued by the FAA. Guidance regarding small UAS operator 

certification is found in Chapter 6. 

5-3. AIRCRAFT REGISTRATION. A small unmanned aircraft must be registered with 

the FAA prior to operating in the NAS. Guidance regarding small UAS registration and 

marking is found in Chapter 7. 

5-4. SMALL UAS MAINTENANCE, INSPECTIONS AND CONDITION FOR SAFE 

OPERATION. A small UAS must be maintained in a condition for safe operation. During 

an operation, the operator is responsible for inspecting the small UAS and verifying that is 

actually in a condition for safe operation. Guidance regarding how to determine that a small 

UAS is in a condition for safe operation is found in Chapter 8. 

5-5. MEDICAL CONDITION. Being able to safely operate the small UAS relies on, 

among other things, the physical and mental capabilities of the operator and visual observer. 

Though the small UAS operator and visual observer are not required to obtain an airman 

medical certificate, they may not participate in the operation of a small UAS if they know or 

have reason to know that they have a physical or mental condition that could interfere with 

the safe operation of the small UAS. 

Obvious examples of physical or mental incapacitations that could render an operator or 

visual observer incapable of performing their small UAS operational duties are, but not 

limited to, such things as: 

1. The temporary or permanent loss of the dexterity necessary to operate the control station 

to safely control the small unmanned aircraft. 

2. The inability to maintain the required “see and avoid” vigilance due to blurred vision. 

3. The inability to maintain proper situational awareness of the small unmanned aircraft 

operations due to illness and/or medication(s), such as after taking medications with 

cautions not to drive or operate heavy machinery. 

4. A debilitating physical condition, such as a migraine headache or moderate or severe 

body ache(s) or pain(s) that would render the operator or visual observer unable to 

perform their duties. 

5. A hearing or speaking impairment that would inhibit the small UAS operator or visual 

observer from effectively communicating. If a person has such impairment, that person 
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may contact the local FSDO for more information. For example, a person who is hearing 

impaired may be able to demonstrate to the FAA that he or she can operate the small 

UAS safely. If effective communication is not demonstrated, then the FAA may place a 

restriction on the operator certificate prohibiting certain operations. 

5-6. VISUAL LINE OF SIGHT AIRCRAFT OPERATION. The operator must always 

keep the small unmanned aircraft close enough to the control station to be able to see the small 

unmanned aircraft. This requirement applies even if a visual observer is used during the aircraft 

operation. If a visual observer is not used, the operator must exercise his or her ability to see the 

small unmanned aircraft and observe the small unmanned aircraft at all times during flight. 

However, this requirement would allow the person maintaining visual line of sight brief 

moments in which he or she cannot directly see the small unmanned aircraft provided that the 

person is able to see the surrounding area sufficiently well to safely carry out his or her visualline-of-sight-related responsibilities. Thus, the proposed visual-line-of-sight requirement would 

not prohibit actions such as scanning the airspace or briefly looking down at the small unmanned 

aircraft control station. 

Visual line of sight must be accomplished and maintained by unaided vision, except vision that is 

corrected by the use of eyeglasses (spectacles) or contact lenses. Vision aids, such as binoculars, 

may be used only momentarily to assist the operator or visual observer in avoiding flying over 

persons or avoiding other aircraft. While the proposed rule would not set specific vision 

standards, the FAA recommends that operators and visual observers maintain 20/20 distant 

vision acuity (corrected) and normal field of vision. 

5-6-1. VISUAL OBSERVER. The operator could also use a visual observer to help meet the 

requirement that the small unmanned aircraft be observed at all times by unaided vision. If one 

or more visual observers are used, the operator need not constantly exercise his or her visualline-of-sight capability, but he or she must still maintain that capability in case something goes 

wrong. The operator must be able to communicate the small unmanned aircraft position and the 

position of other aircraft in sight. 

To ensure that the visual observer can carry out his or her duties, the operator must ensure that 

the visual observer is positioned in a location where he or she is able to see the small unmanned 

aircraft sufficiently to maintain visual line of sight. The operator can do this by specifying the 

location of the visual observer. The FAA also requires that the operator and visual observer 

coordinate to: (1) scan the airspace where the small unmanned aircraft is operating for any 

potential collision hazard; and (2) maintain awareness of the position of the small unmanned 

aircraft through direct visual observation. This would be accomplished by the visual observer 

maintaining visual contact with the small unmanned aircraft and the surrounding airspace and 

then communicating to the operator the flight status of the small unmanned aircraft and any 

hazards which may enter the area of operation so that the operator can take appropriate action. 

To make this communication possible, the operator and visual observer must work out a method 

of effective communication prior to operation that allows them to understand each other, and 

utilize that method in the operation. This effective communication requirement would permit 

the use of communication-assisting devices, such as radios, to facilitate communication between 

the operator and visual observer from a distance. 
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5-7. OPERATION IN CERTAIN AIRSPACE, IN PROHIBITED OR RESTRICTED 

AREAS, OR IN THE PROXIMITY OF CERTAIN AREAS DESIGNATED BY 

NOTICE TO AIRMEN (NOTAM). Though many small UAS operations will occur in 

uncontrolled airspace, there are some that may need to operate in controlled airspace that 

require special aircraft equipment and Air Traffic Control (ATC) authorization and 

communication. It is incumbent on the small UAS operator to know the airspace and 

airspace requirements in which the small UAS will be operating. Failure to do so would be in 

violation of the Part 107 regulations and may potentially have an adverse safety effect. 

Although small UAS would not be subject to part 91 under the NPRM, equipage and 

communications requirements are outlined in part 91 that provide safety and efficiency in 

controlled airspace. Part 91 requirements for controlled airspace exist due to the potential 

complexity of operations at a given airfield. While small UAS operating under Part 107 

would not be subject to Part 91 subpart B, as a practical matter, ATC authorization or 

clearance may depend on coming as close as possible to meeting the part 91 requirements. 

The ATC facility having jurisdiction of the controlled airspace has the authority to approve 

or deny aircraft operations based on traffic density, controller workload, communication 

issues, or any other type of operations that could potentially impact the safe and expeditious 

flow of air traffic in that airspace. 

For recurring or long-term operations in a given volume of controlled airspace, prior 

authorization could perhaps include a Letter of Agreement (LOA) to identify shortfalls and 

establish operating procedures for small UAS. This LOA will outline the ability to integrate 

into the existing air traffic operation and may improve the small UAS operator’s likelihood 

of access to the airspace where operations are proposed. This agreement will ensure all 

parties involved are aware of limitations and special interest items and will enable the safe 

flow of aircraft operations in that airspace. For short-term or short-notice operations 

proposed in controlled airport airspace, an LOA may not be feasible. However, prior 

authorization is required in all cases, and it is strongly encouraged that the small UAS 

operator work as closely as possible with the ATC facility having jurisdiction of the airspace 

to ensure optimum communication is achieved. 

In addition, certain temporary flight restrictions (http://tfr.faa.gov/tfr2/list.html) may be imposed 

by way of a NOTAM (https://pilotweb.nas.faa.gov/PilotWeb/). Therefore, it is necessary for the 

small UAS operator to check for NOTAMs before to each flight to determine if there are any 

applicable airspace restrictions. 

It is important that small UAS operators also be aware of the type of airspace in which they will 

be operating their small unmanned aircraft. Referring to a current aeronautical chart 

(http://faacharts.faa.gov/) of the intended operating area and being familiar with the appropriate 

sections of the Aeronautical Information Manual (https://pilotweb.nas.faa.gov/PilotWeb) will aid 

the small UAS operator’s decision-making regarding operations in the NAS. 
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5-8. PREFLIGHT FAMILIARIZATION, INSPECTION, AND ACTIONS FOR 

AIRCRAFT OPERATION. The FAA requires operators to complete preflight familiarization 

and inspection, as well as other actions for aircraft operation prior to commencing operations. 

These familiarizations, inspections, and actions can be accomplished as part of an overall safety 

risk assessment. The FAA encourages operators to conduct the overall safety risk assessment as 

a method of compliance with the prohibition on operations over persons and the requirement to 

remain clear of other aircraft, which are discussed in paragraphs 5-10 and 5-11of this AC. 

Appendix 1 provides specific guidance on how to conduct an overall safety risk assessment. 

The preflight familiarization, inspection, and actions for aircraft operation must include the 

following components: 

 Conduct an assessment of the operating area. The assessment must include at least the 

following: 

o Local weather conditions, 

o Local airspace and any flight restrictions, 

o The location of persons and property on the surface, and 

o Other ground hazards; 

 Ensure that all persons involved in the small unmanned aircraft operation receive a 

briefing. The briefing must include at least the following: 

o Operating conditions, 

o Emergency procedures, 

o Contingency procedures, 

o Roles and responsibilities of each person involved in the operation, and 

o Potential hazards; 

 Ensure that all links between the control station and the small unmanned aircraft are 

working properly. For example, before each flight the operator must determine that the 

small UA control surfaces are moving correctly through the manipulation of the small 

unmanned aircraft control station. If the operator observes that one or more of the control 

surfaces are not moving or not moving correctly, the operator may not initiate the flight 

until the problem with the control surface(s) is fixed; and 

 Ensure that there is enough available power for the small unmanned aircraft system to 

operate for the intended operational time and to operate after that for at least five (5) 

minutes. Five minutes of available power means that the operator would have sufficient 

power to continue controlled flight operations to a normal landing for a planned 

minimum of 5 minutes after termination of intended operations. This requirement helps 

to ensure that safe termination of the flight can still be accomplished if unforeseen 

circumstances preclude a landing at the originally planned location. One of the ways that 

this could be done is by following the small UAS manufacturer’s operating manual 

power consumption tables. Another method would be to include equipage on the small 

UAS that detects power levels and alerts the operator when those levels become 

insufficient for continued operation. 

5-9. OPERATING LIMITATIONS FOR SMALL UNMANNED AIRCRAFT. The small 

UA must be operated in accordance with the following limitations: 

 Cannot be flown faster than 87 knots (100 miles per hour) calibrated airspeed; 
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 Cannot be flown higher than 500 feet (150 meters) above ground level (AGL); 

 Cannot be flown when flight visibility, as observed from the location of the control 

station, is less than 3 statute miles (5 kilometers); and 

 Cannot be flown less than 500 feet below a cloud and less than 2000 feet horizontally 

from a cloud. 

These operating limitations are intended, among other things, to help ensure that the small 

unmanned aircraft operator can easily identify a hazardous or potentially hazardous condition, 

such as encroaching aircraft or persons on the ground, and take the appropriate actions to operate 

safely and maintain safety. 

Maximum Calibrated Airspeed. There are many different types of small UAS and different 

ways to determine calibrated airspeed. Therefore, this guidance will only touch on some of 

possible ways for the operator to ensure that the small unmanned aircraft does not exceed 87 

knots (kts) calibrated airspeed in level flight. Some of the possible ways to ensure that 87 kts is 

not exceeded are as follows:

 Following the manufacturer’s operating manual instructions on how to determine 

calibrated airspeed for the unmanned aircraft and how not to exceed 87 kts calibrated 

airspeed; 

 Installing a calibrated airspeed device on the small unmanned aircraft that reports 

airspeed information to the operator , 

 Installing a Global Positioning (Satellite) System (GPS) device on the small unmanned 

aircraft that reports groundspeed information to the operator, wherein the operator takes 

into account the wind direction and speed and calculates the small unmanned aircraft 

airspeed for a given direction of flight, or 

 Timing the groundspeed of the small unmanned aircraft when it is flown between two or 

more fixed points, taking into account wind speed and direction between each point, then 

noting the power settings of the small unmanned aircraft to operate at or less than 87 kts 

calibrated airspeed. 

Maximum Altitude Above Ground Level. As with determining calibrated airspeed, there are 

many ways to determine the altitude of a small unmanned aircraft. Therefore, this guidance will 

only mention a few possible ways for an operator to determine altitude, such as: 

 Installing a calibrated altitude reporting device on the small unmanned aircraft that 

reports the small unmanned aircraft altitude above mean sea level (MSL) to the operator, 

wherein the operator subtracts the MSL elevation of the control station from the small 

unmanned aircraft reported MSL altitude to determine the small unmanned aircraft AGL 

altitude above the control station; 

 Installing a GPS device on the small unmanned aircraft that also has the capability of 

reporting MSL altitude to the operator with an accuracy of at least +/- 100 feet, wherein 

the operator ensures that when relying upon a system with a possible error of up to 100' 

the operations should limited to a maximum reported altitude of 400'; 

 With the small unmanned aircraft on the ground, have the operator and visual observer 

pace off 500 feet from the small unmanned aircraft to get a visual perspective of the small 

unmanned aircraft at that distance, wherein the operator and visual observer maintain that 

visual perspective or closer while the small unmanned aircraft is in flight; or 
 AC 107-small UAS 

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 Use the known height above the ground of local rising terrain and/or structures as a 

reference. 

Flight Visibility and Distance from Clouds. Once the operator and visual observer have been 

able to reliably establish the small unmanned aircraft AGL altitude, it is incumbent on the 

operator to determine that visibility from the control station is at least 3 statute miles 1(5 

kilometers) and keep the small unmanned aircraft at least 500 feet (150 meters) below a cloud 

and at least 2000 feet (600 meters) horizontally from a cloud. One of the ways to ensure 

adherence to the minimum visibility and cloud clearance requirements is to obtain local aviation 

weather reports that include current and forecast weather conditions. The closest aviation 

weather reporting station should be not more than 25 statute miles away from the small 

unmanned aircraft operating area. If there is more than one local aviation reporting station, the 

operator should choose the closest one that is also the most representative of the terrain 

surrounding the operating area. If local aviation weather reports are not available, then the 

operator must not operate the small unmanned aircraft if he or she is not able to determine the 

required visibility and cloud clearances by other means. It is imperative that the unmanned 

aircraft not be operated above any cloud, and that there not be any obstruction to visibility, such 

as smoke or a cloud, between the unmanned aircraft and the operator. 

5-10. PROHIBITED OPERATION OVER PERSONS. Part 107 prohibits a small unmanned 

aircraft from operating directly over a person, except for a person that is directly involved in the 

small unmanned aircraft, such as a VO or operator-assigned takeoff/landing personnel. It also 

requires the small UAS operator to ensure that the small unmanned aircraft will pose no hazard 

to other aircraft, people, or property in the event of a loss of aircraft control for any reason. It is 

the responsibility of the small UAS operator to comply with these requirements. There are many 

ways that the small UAS operator can comply with these requirements, such as, but not limited 

to- 

 Selecting an operational area (site) that is clearly unpopulated/uninhabited; If selecting a 

site that is populated/inhabited, have a plan of action which ensures persons remain clear 

of the operating area, remain indoors, or remain under safe cover until such time that the 

small unmanned aircraft flight has ended. Safe cover is an overhead structure that would 

protect a person from harm if the small unmanned aircraft were to crash into that 

structure; 

 Establish an operational area, which the operator has taken reasonable precautions to 

keep free of persons not involved in the operation; 

 If operating a small unmanned aircraft over water or near a shoreline, pick an operating 

area that is clear of persons or watercraft and have a plan of action and take measures that 

ensure the small unmanned aircraft remains clear of persons and watercraft. 

5-11. REMAINING CLEAR OF OTHER AIRCRAFT. A small unmanned aircraft operator 

has a responsibility to remain clear of and yield to other aircraft, just as manned aircraft pilots 

do. This is traditionally referred to as the “see and avoid” (SAA) requirement. To satisfy SAA, 

 

1

 A statute mile is 5,280 feet. A nautical mile is 6,080 feet or 1 minute of latitude. 
 AC 107-small UAS 

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the small unmanned aircraft operator must know the location and trajectory of his or her small 

unmanned aircraft at all times, be aware of other aircraft in the vicinity, and be able to maneuver 

the small unmanned aircraft to avoid a collision with other aircraft and to prevent the other 

aircraft from having to take action to avoid the small unmanned aircraft. 

5-12. OPERATIONS FROM MOVING VEHICLES. Though operations from a moving 

aircraft or a vehicle moving on land are prohibited, they may be conducted from a vehicle 

moving on water. It should be noted that when operating from a watercraft, the operator is 

subject to the same restrictions that apply to all operators. Specifically, operations are still 

prohibited over persons not involved in the operation. The operator is also responsible for 

ensuring that no person is subject to undue risk as a result of loss of aircraft control for any 

reason. If a visual observer is not located on the same watercraft as the operator, the visual 

observer and operator must still maintain effective communication. This list of restrictions is not 

intended to be all-inclusive. 

5-13. OPERATIONS WHILE IMPAIRED. Part 107 does not allow operation of a small 

UAS if the operator or visual observer is too impaired to safely carry out his or her 

responsibilities. While drug and alcohol use are known to impair judgment, certain over-thecounter medications and medical conditions could also affect the ability to safely operate a small 

unmanned aircraft. For example, certain antihistamines and decongestants may cause 

drowsiness. Certain medical conditions such as epilepsy can also create a risk to operations. We 

also emphasize that the applicable regulations prohibit a person from serving as an operator or 

visual observer if the person consumed any alcoholic beverage within the preceding 8 hours. 

5-14. PROHIBITION ON FLYING AT NIGHT. Operation of a small UAS outside the hours 

of official sunrise and sunset is prohibited. The Federal Air Almanac provides tables which are 

used to determine sunrise and sunset at various latitudes. These tables can also be downloaded 

from the Naval Observatory and customized for your location. The link for the Naval 

Observatory is http://aa.usno.navy.mil/data/docs/RS_OneYear.php. 

5-15. CARELESS OR RECKLESS OPERATION. It should be noted that, as with manned 

aircraft, small UAS operations are prohibited from engaging in a careless or reckless operation. 

We also note that because small UAS have additional operating considerations that are not 

present in manned-aircraft operations, there may be additional activity that would be careless or 

reckless if conducted using a small UAS. For example, failure to consider micrometeorology 

when operating in an urban environment could be a careless or reckless operation. This is not an 

issue for most manned aircraft as urban-environment operations are limited in the mannedaircraft context. 

 
 AC 107-small UAS 

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CHAPTER 6. TITLE 14 CFR PART 107 SUBPART C OPERATOR 

CERTIFICATION 

6-1. APPLICABILITY. This chapter provides guidance regarding the certification 

requirements and procedures for persons operating a small unmanned aircraft in the National 

Airspace System (NAS). In the aviation context, the FAA typically refers to “licensing” as 

“certification.” 

6-2. OPERATOR CERTIFICATION. All persons manipulating the controls of a small 

unmanned aircraft while it is in the NAS must first obtain an unmanned aircraft operator 

certificate with a small unmanned aircraft systems (UAS) rating issued by the FAA. Persons 

assisting the small UAS operator, such as visual observers, are not required to obtain an operator 

certificate.

6-3. ELIGIBILITY. Before a person may apply for an unmanned aircraft operator certificate 

with a small UAS rating, that person must meet the following eligibility requirements: 

 Be at least 17 years of age; 

 Be able to read, speak, write, and understand the English language. However, the FAA 

may make an exception if the person is unable to meet one of these requirements due to 

medical reasons. 

 Pass the initial aeronautical knowledge written examination. For more information 

concerning aeronautical knowledge requirements, see paragraph 6-6. 

6-4. APPLICATION. A person may apply for and receive an unmanned aircraft operator 

certificate with a small UAS rating provided they meet the eligibility requirements. To apply for 

a certificate, a person must do the following- 

 Complete the FAA Airman Certificate and/or Rating Application for UAS operators, yet 

to be developed. (FAA Form 8710-xx). The application may be completed online using 

the electronic FAA Integrated Airman Certificate and/or Rating Application (IACRA) 

system, once the UAS certification path is developed and operational. 

(https://iacra.faa.gov/iacra/). The application must also include verification that the 

applicant passed an initial aeronautical knowledge test (see paragraph 6.7) by including a 

copy of the airman knowledge test report provided by the test provider. The application 

must also include a certification by the applicant that the applicant does not have a 

medical or mental condition that would prevent the applicant from operating a small 

UAS safely; 

 Go to a FSDO, an FAA-designated pilot examiner (DPE), an airman certification 

representative (ACR), or an FAA-certificated flight instructor (CFI) to validate the 

applicant’s identification. The FAA Form 8710-XX application will be signed by the 

applicant after the FSDO, DPE, ACR, or CFI examines the applicant’s photo 

identification and verifies the applicant’s identity. The FAA representative will then 

sign the application. The identification presented must include a photograph of the 

applicant, the applicant’s signature, and the applicant’s actual residential address (if 

different from the mailing address). This information may be presented in more than one 

form of identification. Acceptable methods of identification include, but are not limited 
 AC 107-small UAS 

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to U.S. drivers’ licenses, government identification cards, passports, and military 

identification cards; then 

 Submit the application to the FAA. 

6-5. SECURITY DISQUALIFICATION. After the FAA receives the application, the 

Transportation Security Administration (TSA) will automatically conduct a background 

security screening of the applicant prior to certificate issuance. Based on the results of the 

security screening, the FAA will either issue or not issue the unmanned aircraft operator 

certificate. 

6-6. AERONAUTICAL KNOWLEDGE. It is important to have and retain the 

knowledge necessary to operate a small unmanned aircraft in the NAS. This aeronautical 

knowledge can be obtained through unassisted self-study, taking an online training course, 

taking an in-person training course, or any combination thereof. The FAA will publish an 

examination study guide that will provide the necessary reference material. It is a Part 107 

requirement to acquire knowledge in the following areas when applying for an UAS operator 

certificate with a small UAS rating1. Applicable regulations relating to small UAS rating privileges, limitations, and flight 

operation as cited in Part 107; 

2. Airspace classification and operating requirements, obstacle clearance requirements, 

and flight restrictions affecting small unmanned aircraft operation; 

3. Effects of weather on small unmanned aircraft performance; 

4. Small unmanned aircraft loading and performance; 

5. Emergency procedures; 

6. Crew resource management; 

7. Radio communication procedures, which include standard terminology; 

8. Determining the performance of small UA; 

9. Physiological effects of drugs and alcohol; 

10. Aeronautical decision-making and judgment; and 

11. Airport operations. 

6-7. AERONAUTICAL KNOWLEDGE TESTS (INITIAL AND RECURRENT) 

Initial Test. As mentioned in paragraph 6.3, a person applying for an unmanned aircraft 

operator certificate with a small UAS rating must also pass an initial aeronautical 

knowledge test given by an FAA Knowledge Testing Center. The initial knowledge test 

will cover aeronautical knowledge areas listed in paragraph 6.6 above. 

Recurrent Test. After a person receives an unmanned aircraft operator certificate with a 

small UAS rating, that person must retain and periodically update the required 

aeronautical knowledge to continue to operate a small unmanned aircraft in the NAS. To 

that end, the small UAS operator must pass a recurrent aeronautical knowledge test every 

24 calendar months after the issuance a new UAS operator certificate with a small UAS 

rating. For exampleA new Unmanned Aircraft The recurrent test must be passed no 
 AC 107-small UAS 

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Operator Certificate with a small 

UAS rating is issued on March 13, 

2015 

then later than March 31, 2017, which is 24 

calendar months later. 

The recurrent test is passed on 

April 16, 2017 then 

The next recurrent test must be passed 

no later than April 30, 2019, which is 

24 calendar months later. 

The recurrent test is taken and 

passed on January 15, 2017 then 

The next recurrent test must be passed 

no later than January 31, 2019, which is 

24 calendar months later. 

The recurrent aeronautical knowledge test areas are as follows - 

1. Applicable regulations relating to small UAS rating privileges, limitations, and 

flight operation as cited in Part 107; 

2. Airspace classification and operating requirements, obstacle clearance 

requirements, and flight restrictions affecting small unmanned aircraft operation; 

3. Sources of weather; 

4. Emergency procedures; 

5. Crew resource management; 

6. Aeronautical decision-making and judgment; and 

7. Airport operations. 

Test Providers. 

Knowledge Testing Centers (KTCs) will administer initial and recurrent examinations 

provided by the FAA. In order to take a knowledge test, an applicant will have to 

schedule an appointment with the KTC and bring proper government-issued photo 

identification to the KTC on the day of the test. The location of the closest KTC can be 

found at: http://www.faa.gov/training_testing/testing/media/test_centers.pdf. 

6-8. MILITARY PILOTS OR FORMER MILITARY PILOTS. Part 107 has a special 

provision (§ 107.75) for military or former military UAS pilots/operators who apply for an 

unmanned aircraft operator certificate with a small UAS rating. A person qualifies as a 

military or former military UAS pilot for the purposes of applying for an unmanned aircraft 

operator certificate with a small UAS rating if that person presents evidentiary documents that 

show- 1) the person's status in the U.S. Armed Forces, and 2) That the person is or was a U.S. 

military unmanned aircraft pilot or operator. A person who qualifies only needs to pass the 

recurrent aeronautical knowledge test when applying for an unmanned aircraft operator 

certificate with a small UAS rating. In addition, that person may take the test at a joint 

military/FAA testing center without incurring an examination fee. However, if that is not 

convenient, the test may be provided by a KTC. 

 
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CHAPTER 7. TITLE 14 CFR PART 107 SUBPART D SMALL UNMANNED 

AIRCRAFT REGISTRATION AND IDENTIFICATION MARKING 

7-1. APPLICABILITY – This chapter provides guidance on regarding the registration of a 

small unmanned aircraft and small unmanned aircraft markings. 

7-2. SMALL UAS REGISTRATION. All small unmanned aircraft operating in the 

National Airspace System (NAS) must be registered with the FAA. 

Eligibility. An aircraft is eligible for registration with the FAA if it is not registered in 

another country and it is owned by a person or entity who meets at least one of 

the following criteria: 

 A citizen of the United States, as defined in 14 CFR § 47.2; 

 A resident alien (an individual citizen of a foreign country lawfully 

admitted for permanent residence in the United States); 

 A non-citizen corporation organized and doing business under the laws 

of the United States, or one of the States, and the aircraft is based and 

primarily used in the United States; 

 The United States Government; or 

 A State, the District of Columbia, a territory or possession of the 

United States, or a political subdivision of a State, territory, or 

possession. 

Application. An aircraft may be registered only by and in the legal name of its owner. 

To register a small unmanned aircraft that has not been previously registered, 

the application package must include: 

 A completed Aircraft Registration Application, AC Form 8050-1, 

 The $5.00 aircraft registration fee, by check or money order payable to 

the Federal Aviation Administration. 

 If the owner reserved a special N-number for this registration ahead of 

time, enter it on the forms in the indicated blanks. A special N-number 

may be requested for an additional $5.00 fee with an enclosed letter; 

list several N-number choices and include the total $10.00 fees. A 

random N-number will be assigned at no cost if the N-number blanks 

are left empty or a random number is requested. 

 For small unmanned aircraft, a description of the aircraft using the 

elements required by 14 CFR § 47.33(e); 

o the manufacturer or builder’s name, model, & serial number; 

o the aircraft type, weight class, and whether it is built for 

operation on land or water or both; 

o the number, type, make, model, and serial number of the 

installed engines; and, 

o a statement in the form of an affidavit establishing the origins 

of the aircraft: signed by the applicant if the aircraft was 

purchased new as an off-the-shelf item from a retail store or 
 AC 107-small UAS 

21 

similar vendor from which a manufacturer’s bill of sale was 

not available; signed by the manufacturer if the aircraft was 

built as one of many in series using standardized parts and 

conforming to a single proprietary design; or signed by the 

builder if it was built to his own design from fabricated, spare 

or available parts. The affidavit should identify the origin of 

the aircraft and have attached to it whatever evidence is 

available to establish the origin of the aircraft. A sample 

format for the description and affidavit is available from the 

Aircraft Registry titled the Unmanned Aircraft Description 

and Affidavit of Ownership, AC Form 8050-88B, 

 Evidence of ownership, such as an aircraft Bill of Sale, AC Form 

8050-2, signed by the seller. In this case the seller would typically be: 

a commercial retailer, the manufacturer, a builder, or the U.S. 

Government, the U.S. military, a State when selling aircraft previously 

operated as public or military aircraft. 

7-3. SMALL UNMANNED AIRCRAFT IDENTIFICATION MARKING. All small 

unmanned aircraft must display an FAA-issued registration marking that identifies the 

aircraft as being registered with the FAA. 14 CFR 45, Subpart C, requires all unmanned 

aircraft to display markings in a specific manner. For guidance on Subpart C of Part 45, 

please consult section 7 of FAA Advisory Circular 45-2. 

7-4. FOR MORE INFORMATIONhttp://www.faa.gov/licenses_certificates/aircraft_certification/aircraft_registry/. 

 
 AC 107-small UAS 

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CHAPTER 8. SMALL UAS MAINTENANCE AND INSPECTION 

8-1. APPLICABILIY. Section 107.21 of part 107 requires the operator to maintain the 

small UAS in a condition for safe operation and inspect the small UAS prior to flight. This 

chapter provides guidance on how to inspect and maintain a small UAS. 

8-2. MAINTENANCE. Small UAS maintenance includes scheduled and unscheduled 

overhaul, repair, inspection, modification, replacement, and system software upgrades of the 

small UAS and its components necessary for flight. Whenever possible, the operator should 

maintain the small UAS and its components in accordance with manufacturer’s instructions, 

such as the manufacturer’s maintenance manual. 

Scheduled Maintenance. There may be components of the small UAS that need to 

undergo a scheduled periodic maintenance or replacement schedule based on time-inservice (such as flight hours and/or the calendar). The small UAS manufacturer may 

provide documentation for scheduled maintenance. In addition, each small UAS 

component manufacturer may provide a maintenance schedule for its specific component. 

If there are no scheduled maintenance instructions provided by the small UAS 

manufacturer or component manufacturer, the operator should establish a scheduled 

maintenance protocol. This could be done by documenting any repair, modification, 

overhaul or replacement of a system component resulting from normal flight operations, 

and recording the time-in-service for that component at the time of the maintenance 

procedure. Over time, the operator should then be able to establish a reliable 

maintenance schedule for the small UAS and its components. 

Unscheduled Maintenance. During the course of a preflight inspection, the operator 

may discover that a small UAS component is in need of servicing (such as lubrication), 

repair, modification, overhaul, or replacement outside of the scheduled maintenance 

period as a result of normal flight operations or resulting from a mishap. In addition, the 

small UAS manufacturer or component manufacture may require an unscheduled system 

software update to correct a problem or to simply improve the performance and/or 

reliability of the system. 

Performance of Maintenance. In some instances, the small UAS or component 

manufacturer will require certain maintenance items to be performed by the manufacturer 

or by a person or facility (personnel) specified by the manufacturer. Though Part 107 

does not require this, it is highly recommended that the maintenance be performed in 

accordance with the manufacturer’s instructions. If the operator decides not to use the 

manufacturer or personnel recommended by the manufacturer and is unable to perform 

the required maintenance, the operator should choose maintenance personnel familiar 

with the specific small UAS and its components. 

If the operator or other maintenance personnel are unable to repair, modify, or overhaul a 

small UAS or component back to its safe operational specification, then it is advisable to 

replace the small UAS or component with one that is in a condition for safe operation. It is 
 AC 107-small UAS 

23 

important that all required maintenance be completed before each flight; and preferably in 

accordance with the manufacturer’s instructions or, in lieu of that, within known industry 

best practices. 

8-3. INSPECTION. Before each flight, the operator must inspect the small UAS to ensure 

that it is in a condition for safe operation, such as inspecting for equipment damage or 

malfunction(s). The preflight inspection should be conducted in accordance with the small 

UAS manufacturer’s inspection procedures (usually found in the manufacturer’s owner or 

maintenance manual) and/or an inspection procedure developed by the operator. 

Preflight Inspection Items. Even if the small UAS manufacturer has a written preflight 

inspection procedure, it is recommended that the operator ensure that the following 

inspection items are incorporated into the preflight inspection procedure to help the 

operator determine that the small UAS is in a condition for safe operations: 

 Visual Condition Inspection of Unmanned Aircraft Componentso Airframe structure, including undercarriage, wing(s) and stabilizer(s); 

o Moveable control surface(s), including airframe attachment point(s); 

o Servo motor(s), including attachment point(s); 

o Propulsion system, including powerplant(s), propeller(s), rotor(s), ducted 

fan(s), etc.; 

o Power supply system(s), including battery and fuel; 

o Avionics, including control link transceiver, communication/navigation 

equipment and antenna(s). 

 Visual Condition Inspection of the Control Station Componentso Power supply; 

o Control link transceiver, communication/navigation data link transceiver 

and antenna(s); 

o Display panel. 

 Check ground support equipment, including takeoff and landing systems, for 

proper operation; 

 Check that the control link is established between the aircraft and the control 

station; 

 Check for correct movement of control surfaces using the control station; 

 Check on board navigation and communication data links; 

 Check flight termination system, if installed; 

 Check fuel for correct type and level; 

 Check battery levels for the aircraft and control station; 

 Check that any equipment, such as a camera, is securely attached. 

8-4. AIRWORTHINESS DIRECTIVES. Though a small UAS is not required to obtain 

an FAA airworthiness certificate, there may be equipment used on the small UAS that has 

received FAA certification. FAA-certificated equipment is subject to compliance with 

Airworthiness Directives issued in accordance with 14 CFR part 39. For additional 

information and guidance regarding Airworthiness Directives, go online to 

http://www.faa.gov/aircraft/air_cert/continued_operation/ . 
 AC 107-small UAS 

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APPENDIX 1. SAMPLE RISK ASSESSMENT TOOLS 

1. PURPOSE OF THIS APPENDIX. The information in this appendix is provided as an 

example of a viable risk assessment process. This process is used to identify hazards and 

classify the potential risk that those hazards could present in an operation. It also provides 

examples of potential criteria for the severity of consequences and likelihood of occurrence that 

may be used by a small UAS operator. 

2. Hazard Identification. Hazards in the small UAS and its operating environment must be 

identified, documented, and controlled. The analysis process used to define hazards needs to 

consider all components of the system, based on the equipment being used and the environment 

it is being operated in. The key question to ask during analysis of the small UAS and its 

operation is what if? Small UAS operators are expected to exercise due diligence in identifying 

significant and reasonably foreseeable hazards related to their operations. 

Figure 1. Hazard Identification and Risk Assessment Process Chart

3. Risk Analysis and Assessment. The risk assessment should use a conventional 

breakdown of risk by its two components: likelihood of occurrence and severity. 
 AC 107-small UAS 

25 

4. Severity and Likelihood Criteria. There are several tools which could be utilized in 

determining severity and likelihood when evaluating a hazard. One tool is a risk matrix. Several 

examples of these are presented in Figure 2. The definitions and construction of the matrix is left 

to the small UAS operator to design. The definitions of each level of severity and likelihood need 

to be defined in terms that are realistic for the operational environment. This ensures each 

operator’s decision tools are relevant to their operations and operational environment, 

recognizing the extensive diversity which exists. An example of severity and likelihood 

definitions is shown in Table 1 below. 

TABLE 1. SAMPLE SEVERITY AND LIKELIHOOD CRITERIA 

Severity of Consequences Likelihood of Occurrence 

Severity 

Level 

Definition Value Likelihood 

Level 

Definition Value 

Catastrophic Equipment destroyed, 

multiple deaths 

5 Frequent Likely to occur many 

times 

5 

Hazardous Large reduction in 

safety margins, 

physical distress or a 

workload such that 

operators cannot be 

relied upon to perform 

their tasks accurately 

or completely. Serious 

injury or death. Major 

equipment damage. 

4 Occasional Likely to occur 

sometimes 

4 

Major Significant reduction 

in safety margins, 

reduction in the ability 

of operators to cope 

with adverse operating 

conditions as a result 

of an increase in 

workload, or as result 

of conditions 

impairing their 

efficiency. Serious 

incident. Injury to 

persons. 

3 Remote Unlikely, but possible to 

occur 

3 

Minor Nuisance. Operating 

limitations. Use of 

emergency 

procedures. Minor 

incident. 

2 Improbable Very unlikely to occur 2 

Negligible Little consequence 1 Extremely Almost inconceivable 1 
 AC 107-small UAS 

26 

Severity of Consequences Likelihood of Occurrence 

Improbable that the event will occur 

a. Risk Acceptance. In the development of risk assessment criteria small UAS operators are 

expected to develop risk acceptance procedures, including acceptance criteria and designation of 

authority and responsibility for risk management decision making. The acceptability of risk can be 

evaluated using a risk matrix such as those illustrated in Figure 2. Example 1 shows three areas of 

acceptability while Example 2 shows four areas with an alpha-numeric scale. Risk matrices may be 

color coded; unacceptable (red), acceptable (green), and acceptable with mitigation (yellow). 

(1) Unacceptable (Red). Where combinations of severity and likelihood cause risk to fall 

into the red area, the risk would be assessed as unacceptable and further work would be required to 

design an intervention to eliminate that associated hazard or to control the factors that lead to 

higher risk likelihood or severity. 

(2) Acceptable (Green). Where the assessed risk falls into the green area, it may be 

accepted without further action. The objective in risk management should always be to reduce risk 

to as low as practicable regardless of whether or not the assessment shows that it can be accepted 

as is. 

(3) Acceptable with Mitigation (Yellow). Where the risk assessment falls into the 

yellow area, the risk may be accepted under defined conditions of mitigation. An example of this 

situation would be an assessment of the impact of a small UAS operation near a school yard. 

Scheduling the operation to take place when school is not in session could be one mitigation to 

prevent undue risk to the children that study and play there. Another mitigation could be 

restricting people from the area of operations by placing cones or security personnel to prevent 

unauthorized access during the small UAS flight operation. 
 AC 107-small UAS 

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FIGURE 2. SAFETY RISK MATRIX EXAMPLES

Example 1 

Risk 

Risk Severity 

Likelihood Catastrophic 

A 

Hazardous 

B Major C Minor D Negligible E 

Frequent 5 5A 5B 5C 5D 5E 

Occasional 4 4A 4B 4C 4D 4E 

Remote 3 3A 3B 3C 3D 3E 

Improbable 2 2A 2B 2C 2D 2E 

Extremely 

Improbable 1 1A 1B 1C 1D 1E 

NOTE: The direction of higher/lower and more/less scales on a matrix is at 

the discretion of the operator. 

b. Other Risk Assessment Tools for Flight and Operational Risk Management. Other 

tools can also be used for flight or operational risk assessments and can be developed by the 

operators themselves. The key thing is to ensure that all potential hazards and risks are identified 

and appropriate actions are taken to reduce the risk to persons and property not associated with the 

operations. 

Reducing Risk. Risk analyses should concentrate not only on assigning levels of severity and 

likelihood but on determining why these particular levels were selected. This is referred to as 

Severity

Likelihood

Less

More

Higher

Lower

Acceptable

Unacceptable

Acceptable with Mitigation

Severity

Likelihood

Less

More

Higher

Lower

Acceptable

Unacceptable

Acceptable with Mitigation
 AC 107-small UAS 

28 

root cause analysis, and is the first step in developing effective controls to reduce risk to lower 

levels. In many cases, simple brainstorming sessions among operators and others involved in an 

operation is the most effective and affordable method of finding ways to reduce risk. This also 

has the advantage of involving people who will ultimately be required to implement the controls 

developed. 

It is also very easy to get quite bogged down in trying to identify all hazards and risks. That is 

not the purpose of a risk assessment. The focus should be upon those hazards which pose the 

greatest risks. As stated earlier, by documenting and compiling these processes, an operator can 

build an arsenal of safety practices that will add to the safety and success of future operations. 

Sample Hazard Identification and Risk Assessment 

Example: I am the operator of a small UAS in the proximity of an accident scene shooting 

aerial footage. Much like pilots in manned aircraft must adhere to preflight action (14 CFR 

91.103), I must adhere to preflight familiarization, inspection, and aircraft operations (14 

CFR 107.49). Let’s say that there is an obvious takeoff and landing site that I intend to use. 

What if, while I am operating a manned aircraft (emergency medical services helicopter) 

requires use of the same area and I am not left with a suitable landing site? Furthermore, I 

am running low on power. If I consider this situation prior to flight, I can use the Basic 

Hazard Identification and Mitigation Process. Through this process I might determine that 

an acceptable level of risk can be achieved by also having an alternate landing site and 

possibly additional sites at which I can sacrifice the unmanned aircraft to avoid imposing 

risk to people on the ground or to manned aircraft operations. It is really a simple process: 

I must consider the hazards presented during this particular operation, determine the risk 

severity and then develop a plan to lessen (or mitigate) the risk to an acceptable level. By 

documenting and compiling these processes, I can build an arsenal of safety practices that 

will add to the safety and success of future operations. The following are some proven 

methods that can help a new operator along the way: 

 Hazard Identification: Using the Personal Minimums (PAVE) Checklist for Risk 

Management I will set personal minimums based upon my specific flight experience, 

health habits and tolerance for stress, just to name a few. After identifying hazards I 

will then input them into the Basic Hazard Identification and Mitigation flow chart 

(Figure 1). 

o Personal: Am I healthy for flight and what are my personal minimums based 

upon my experience operating this small UAS? During this step I will often use 

the I’M SAFE checklist in order to perform a more in depth evaluation: 

 Illness – Am I suffering from any illness or symptom of an illness which 

might affect them in flight? 

 Medication – Am I currently taking any drugs (prescription or over-thecounter)? 
 AC 107-small UAS 

29 

 Stress – Am I experiencing any psychological or emotional factors 

which might affect my performance? 

 Alcohol – Have I consumed alcohol within the last 8 to 24 hours? 

 Fatigue – Have I received sufficient sleep and rest in the recent past?

 Eating – Am I sufficiently nourished? 

o Aircraft: Have I conducted a preflight check of my small UAS (aircraft, control 

station, takeoff and landing equipment, etc.) and determined it to be in a 

condition for safe operation? Is the filming equipment properly secured to the 

aircraft prior to flight? 

o EnViroment: What's the weather like? Am I comfortable and experienced 

enough to fly in the forecast weather conditions? Have I considered all of my 

options and left myself an "out"? Have I determined alternative landing spots in 

case of an emergency?

o External Pressures: Am I stressed or anxious? Is this a flight that will cause me 

to be stressed or anxious? Is there pressure to complete the flight operation 

quickly? Am I dealing with an unhealthy safety culture? Am I being honest with 

myself and others about my personal operational abilities and limitations? 

Controlling Risk. After hazards and risk are fully understood though the preceding steps, risk 

controls must be designed and implemented. These may be additional or changed procedures, 

additional or modified equipment, addition of visual observers, or any of a number of other 

changes. 

Residual and Substitute Risk. Residual risk is the risk remaining after mitigation has been 

completed. Often this is a multistep process, continuing until risk has been mitigated down to an 

acceptable level necessary to begin or continue operation. After these controls are designed but 

before the operation begins or continues, an assessment must be made of whether the controls are 

likely to be effective and/or if they introduce new hazards to the operation. The latter condition, 

introduction of new hazards, is referred to as substitute risk, a situation where the cure is worse 

than the disease. The loop seen in Figure 1 that returns back to the top of the diagram depicts the 

use of the preceding hazard identification, risk analysis, and risk assessment processes to 

determine if the modified operation is acceptable. 

Once appropriate risk controls are developed and implemented, then the operation can begin.