Who Qualifies for the Streamlined Part 107 Process

To be eligible you must hold a Part 61 pilot certificate, which includes anything from a private pilot certificate all the way through an ATP. A student pilot certificate does not qualify. You must also be current, meaning a flight review completed within the previous 24 calendar months in accordance with 14 CFR 61.56. Finally you must be at least 16 years old and proficient in English.

Step One — Create a FAASTeam Account and Complete the Online Course

The first step is creating an account on the FAA Safety Team website, known as FAASTeam. From there complete the course titled Part 107 Small UAS Initial ALC-451. Most pilots finish this course in under two hours. It is free, it is online, and it replaces the standard 60 question knowledge test that non-pilot applicants must pass at a testing center.

Step Two — Log Into IACRA and Submit Your Application

After completing the FAASTeam course log into IACRA — the Integrated Airman Certification and Rating Application. Start a new application for a remote pilot certificate and complete Form 8710-13. Take your time and ensure every section is completed accurately before submitting.

Step Three — Verify Your Identity With an Authorized Person

The FAA requires identity verification by an authorized individual. Accepted verifiers include a certificated flight instructor, a designated pilot examiner, an airman certification representative, or a representative at your local FSDO. They will verify your identity and sign off on the application inside IACRA before the FAA processes it.

Step Four — Download Your Temporary Certificate

Once your application is processed you will typically be able to download and print your temporary remote pilot certificate within a few days. Your permanent plastic card will arrive in the mail a few weeks after that. From the moment your temporary certificate is in hand you are authorized to operate as a remote pilot under Part 107.

Staying Current as a Remote Pilot

Just like your pilot certificate the remote pilot certificate comes with currency requirements. To maintain your Part 107 privileges you must complete recurrent training every 24 calendar months. Staying current keeps your certificate active and ensures you are up to date on any regulatory changes affecting drone operations.

Why Licensed Pilots Should Add Their Part 107 Certificate

For certificated pilots the Part 107 license PPL holder pathway is one of the most efficient ways to expand your aviation skillset into the world of unmanned aircraft. Your existing aeronautical knowledge gives you a head start that most drone pilots do not have. Adding the remote pilot certificate opens doors to professional drone operations, mission planning, and a completely new dimension of aviation that builds directly on what you already know.

Ready to Become a Confident Legal Drone Pilot

MzeroA Remote Pilot 101 gives you everything you need to operate drones professionally, plan missions, and apply your aviation knowledge to unmanned aircraft operations. Whether you are just adding your remote pilot certificate or building a full drone career, Remote Pilot 101 has you covered. Visit www.mzeroa.com to learn more and start flying smarter today!

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This lesson kicks off Mock Checkride May with four of the most heavily tested topics on the private pilot oral exam: weather, airspace, aircraft systems, and regulations. Work through each scenario like you are sitting across from the examiner right now.

Weather

Weather is one of the highest weighted knowledge areas on both the private pilot written and oral exam. The FAA does not just want you to define weather products — they want you to interpret them and apply them to real flight decisions.

Scenario: A METAR reports a broken ceiling at 800 feet. As a private pilot are you legal to depart VFR and what does that mean for your flight?

A broken ceiling counts as a ceiling for VFR purposes. Basic VFR minimums in Class G airspace below 1,200 feet require at least one statute mile visibility and clear of clouds during the day. A ceiling at 800 feet significantly limits safe VFR operation. A strong answer addresses both the legal question and the safety question. Being technically legal in Class G does not mean the flight is safe or advisable.

Scenario: What are the VFR weather minimums for Class Charlie airspace?

The answer is 3-1-52. Three statute miles visibility, 500 feet below clouds, 1,000 feet above clouds, and 2,000 feet horizontally from clouds. A common examiner follow-up asks what equipment is required to enter Class C airspace. The answer is a transponder with ADS-B Out and two-way radio communication established before entry. Reference 14 CFR 91.155 for the complete VFR weather minimums table and have it memorized cold before checkride day.

Airspace

Airspace is one of the most frequently tested topics on the oral exam. Examiners want applicants to apply airspace rules to real-world scenarios — not just recite the basic definitions.

Scenario: You are flying at 3,500 feet MSL and notice a Class D airport below you. The Class D airspace tops out at 2,700 feet MSL. Do you need to contact the tower?

The answer is no. At 3,500 feet MSL the pilot is above the Class D ceiling and does not need to establish radio communication. A strong applicant adds that they would still remain aware of traffic pattern activity below and monitor the CTAF frequency as best practice.

Common follow-up: What if you wanted to descend to 2,500 feet for a closer look?

The pilot must contact the tower before entering Class D airspace. Do not bust airspace — if you want a closer look at the traffic pattern, be in contact with the tower first.

Scenario: What is the floor and ceiling of Class Bravo airspace and what is required to enter it?

Class B airspace typically extends from the surface to 10,000 feet MSL around the busiest airports in the country. Each Class B is unique to its own airspace boundaries. To enter, a pilot must receive an explicit ATC clearance into the Bravo, have two-way radio communication, a transponder with ADS-B Out, and hold a private pilot certificate or higher unless operating under a student pilot endorsement. Reference the FAA Aeronautical Information Manual Chapter 3 for complete airspace descriptions and requirements.

Aircraft Systems

Examiners expect private pilot applicants to have a working knowledge of their specific aircraft systems — not just generic textbook answers. Know your POH inside and out before checkride day.

Scenario: During your runup you notice a 150 RPM drop on the left magneto and a 300 RPM drop with roughness on the right magneto. What do you do?

A 150 RPM drop on the left is within normal limits for most aircraft. A 300 RPM drop with roughness on the right is out of limits and indicates a potential fouled plug or magneto issue. The correct answer is not to fly. Shut down and have the magneto system inspected by a certificated mechanic before departure. Examiners are looking for sound pilot judgment — not just technical knowledge.

Scenario: What would cause your airspeed indicator to read zero immediately after takeoff?

The most likely cause is a blocked pitot tube from a bug, ice, or a pitot cover left in place during preflight. A strong applicant references the preflight checklist and verifies the pitot tube is clear and unobstructed before every flight. A common examiner follow-up asks how you would fly the aircraft without a functioning airspeed indicator. The answer involves using pitch attitude and power settings to maintain controlled flight.

Regulations

Regulation questions on the private pilot checkride focus on rules that directly affect everyday flight operations. Know the specifics — not just the general concepts.

Scenario: Your flight review expired three months ago. Can you legally fly solo?

The answer is no. 14 CFR 61.56 requires a flight review every 24 calendar months to act as pilot in command. This applies to all solo and PIC operations — not just passenger-carrying flights. A common examiner follow-up asks what counts as a flight review. It requires a minimum of one hour of ground training and one hour of flight training with an authorized flight instructor covering the areas of operation listed in 14 CFR 61.56.

Think Like a Pilot — Not a Test Taker

The private pilot oral exam is a conversation — not an interrogation. The examiner is there to see how you think. Use the Private Pilot Airman Certification Standards as your blueprint and approach every question with the mindset of a pilot making real decisions in the real world. The applicants who perform best are the ones who understand the why behind every rule — not just the what.

Ready to Take Your Flight Training to the Next Level?

MzeroA Online Ground School offers complete courses for Private, Instrument, Commercial, and Instructor Ratings. Our students train using the proven Aviation Mastery Method, consistently scoring 6 points higher than the national average on their FAA written exams. Start training smarter today and visit www.mzeroa.com/store for more information!

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DAYTONA BEACH, FL; KENNESAW, GA; AND PEMBROKE PINES, FL —

MzeroA, one of the original online aviation ground schools, and Professional Educators in Aviation (PEA Group) today announced the launch of a multi-school Introduction to Aviation Program — a structured, immersive experience designed for anyone curious about becoming a pilot but not yet ready to commit to full flight training. The program will be offered in collaboration with three premier flight training institutions: Phoenix East Aviation (PEA) in Daytona Beach, Florida; Superior Flight School (SFS) in Kennesaw, Georgia; and Wayman College of Aeronautics in Pembroke Pines, Florida.

Priced at $895 — a fraction of what traditional flight training costs — the program combines seven hours of hands-on aviation experience at each participating school with six months of full access to MzeroA’s Private Pilot Online Ground School. The goal: give aspiring pilots everything they need to experience what training actually looks and feels like, and make a confident, informed decision about their aviation future.

“Most people who are curious about flying don’t know where to start, and a single discovery flight doesn’t give them enough to go on,” said Sara Mohlin, Business Director at MzeroA. “This program changes that. Participants get real flight time, real ground instruction, and real online coursework — everything they need to understand what pilot training actually looks like before they ever enroll. By partnering with three outstanding schools across different markets, we’re making this opportunity accessible to more aspiring pilots than ever before.”

Each seven-hour in-person experience includes:

• 6 Months Online Ground School — Full access to MzeroA Private Pilot Online Course
• 2 Hours Flight Instruction — Fly with a certified instructor and take the controls
• 2 Hours Ground Instruction — Learn how pilots plan, think, and make decisions
• 2 Hours Simulator Training — Practice procedures and build confidence
• 1 Hour Pre- & Post-Flight Briefing — Connect the dots and ask real pilot questions

Participants also receive immediate access to MzeroA’s full Private Pilot ground school curriculum for six months, allowing them to begin learning online before their in-person visit and continue building momentum afterward.

The program is open to U.S. students and permanent residents, international students with a valid I-20 through an accredited institution, and visitors on a valid tourist visa. Enrollment at each location is limited to ensure a high-quality, personalized training experience.

“This is more than a discovery flight — it’s a structured, immersive introduction to what aviation really is,” said Amelie Coleman, Marketing Director at Phoenix East Aviation. “Maybe you’re a high school student exploring aviation careers, maybe you’ve always wondered what flying is like but never taken the step. This program gives you clarity without pressure.”

“This partnership is a perfect fit for someone who has always been drawn to aviation but hasn’t known how to take that first real step,” said Michael Logan Madden, Campus Manager at Superior Flight School. “We’re giving them a structured, low-pressure way to experience what pilot training actually feels like — and walk away knowing whether this is the path for them.”

“South Florida is one of the most dynamic aviation environments in the country, and we want aspiring pilots to experience that firsthand,” said Ivans Kuznecovs, Director of Admissions and Marketing at Wayman College of Aeronautics. “This program isn’t just an introduction — it’s an invitation to see yourself in the cockpit and understand what’s possible when you commit to the journey.”

PEA Group and MzeroA  are actively expanding the flight school partnership program for both manned and unmanned aviation training. Schools interested in collaboration opportunities may contact AviationEdu@MzeroA.com.

About Professional Educators in Aviation:

Professional Educators in Aviation (PEA Group) is the largest aviation education provider in the Southeast United States, encompassing flight training, aviation maintenance, and online ground school education under one organization. PEA Group’s institutions include Phoenix East Aviation, a premier Part 141 and Part 61 flight training academy based in Daytona Beach, Florida, with more than 50 years of experience preparing domestic and international students for careers from private pilot through professional airline pathways; A&P Mechanic Institute, offering hands-on aviation maintenance and technical training for the next generation of aviation professionals; and MzeroA Online Ground School, providing FAA written test preparation and ground training for Private Pilot, Instrument Rating, Commercial Pilot, Instructor Ratings, and Part 107 drone certification. Together, PEA Group’s institutions deliver a comprehensive, end-to-end aviation education ecosystem unmatched in the region. 

About MzeroA:

MzeroA is an online aviation ground school providing FAA written test preparation and ground training for Private Pilot, Instrument Rating, Commercial Pilot, and Instructor Ratings. MzeroA also offers Part 107 drone certification training through its RemotePilot101 platform. Visit MzeroA.com.

About Phoenix East Aviation:

Phoenix East Aviation is a premier flight training academy based in Daytona Beach, Florida, offering both Part 141 and Part 61 pilot training programs for domestic and international students. For more than 50 years, Phoenix East Aviation has delivered training that goes above and beyond FAA standards, combining modern aircraft, advanced simulators, and experienced instructors to prepare the next generation of safe, skilled aviation professionals from private pilot through professional airline career pathways. Visit PEA.com. 

About Superior Flight School:

Superior Flight School is a leading flight training academy based in Kennesaw, Georgia, offering pilot training programs for students at all levels. With experienced instructors, modern aircraft, and a strong commitment to safety and excellence, Superior Flight School prepares the next generation of skilled aviation professionals. Visit superiorflightschool.com.

About Wayman College of Aeronautics:

Wayman College of Aeronautics is a professional aviation training institution based in Pembroke Pines, Florida, serving the South Florida region with comprehensive pilot training programs for domestic and international students. With a strong commitment to academic excellence and hands-on flight education, Wayman College of Aeronautics prepares aspiring pilots for successful careers in aviation. Visit wayman.edu.

The post PEA Group and MzeroA Online Ground School Launch Multi-School Introduction to Aviation Program in Partnership with Phoenix East Aviation, Superior Flight  School, and Wayman College of Aeronautics appeared first on MzeroA.

IFR clearances follow a standard structure. Once you understand that structure, you’ll stop struggling to keep up and begin to recognize what’s coming next.

This guide walks through how to:

• Organize a clearance using CRAFT 
• Read it back correctly 
• Understand clearance void times 
• Request IFR in-flight when conditions change 

If you’re still getting comfortable with how to pick up IFR clearance [https://www.mzeroa.com/airplanes/how-to-pick-up-an-ifr-clearance-step-by-step-guide-for-pilots/], this builds directly on that foundation. 

Breaking Down the CRAFT Acronym

IFR clearances follow a predictable format:

C — Clearance Limit
R — Route
A — Altitude
F — Frequency
T — Transponder

This isn’t just something to memorize—it’s how you capture the clearance in real time.

Clearance Limit

The clearance limit is your IFR destination or endpoint.

Most often, it’s your destination airport: “Cleared to Orlando Executive Airport…”

But in some cases, you may be cleared to a fix instead. When that happens, ATC will include an EFC (Expect Further Clearance) time.

That EFC ensures you’re not left without instructions if further clearance isn’t received before reaching that point.

Route

The route tells you how ATC wants you to get there.

You might hear:

“Fly the RNAV departure, then as filed.”
“Direct HAWKK, then Victor 25, then direct.”
“Cleared as filed.”

“Cleared as filed” typically means your filed route already matches expected routing—no changes needed.

Altitude

Altitude instructions can include both what to fly now and what to expect later:

“Climb and maintain 3,000.”
“Climb via SID.”
“Maintain 3,000, expect 6,000 one-zero minutes after departure.”

The key distinction:The assigned altitude is what you are cleared to fly.
The expected altitude is planning information only and does not authorize a climb.

Frequency

This is your departure frequency—the frequency you’ll switch to after takeoff.

“Departure frequency 135.35.”At a non-towered airport, this may be a Center frequency instead of departure control. If you haven’t worked through how this process differs, reviewing procedures for a non-towered airport [https://www.mzeroa.com/ifr-clearance-non-towered/ ] can help connect the full picture.

Transponder

Finally, your squawk code: “Squawk 4521.”

Set it prior to departure and confirm ALT mode so ATC can identify you on radar.

IFR Clearance Readback Technique

Copying the clearance is only half the process.

The readback confirms that what you heard (and what ATC intended) match exactly.

What to Read Back

When operating IFR, read back the entire clearance:

Clearance limit, route, altitude, frequency, and squawk.A clean readback sounds like: “N12345, cleared to Orlando Executive via the MUGON1 departure, then as filed. Climb and maintain 3,000, expect 6,000 one-zero minutes after departure. Departure 135.35, squawking 4521.”

Common Mistakes

Don’t say “roger”– that acknowledges receipt, not accuracy.
Don’t rush – speed increases errors.
Don’t skip items – even if they seem obvious.

If anything is unclear: “N12345, request full clearance again.”

That’s ok. Guessing is not.

Write First, Then Read Back

Trying to read back while still writing is where most errors happen.

Instead:

• Let ATC finish 
• Write it in CRAFT order 
• Then read it back

Clearance Void Time Requirements

For IFR departures from non-towered airports, clearance void times are critical.You’ll hear: “Clearance void if not off by 1530 Zulu. If not off, advise not later than 1540 Zulu of intentions.”

The Void Time

This is your departure deadline.

You must be airborne (not just rolling) by the void time.

If you’re not airborne, the clearance is no longer valid.

The “Advise Not Later Than” Time

If you don’t depart, you must contact ATC by this time.

If you don’t, alert procedures may begin.

Why This Matters

At a non-towered airport, ATC cannot see you depart.

Void times allow them to safely separate IFR traffic by knowing exactly when you enter the system—or confirming that you didn’t.

When to Request Pop-Up IFR

A pop-up IFR clearance is requested while airborne.

This typically happens when conditions change:

• Weather deteriorates 
• Cloud layers block your route 
• Destination weather drops below minimums 
• You encounter IMC unexpectedly 

This isn’t unusual—it’s using the system as intended.

How to Request Pop-Up IFR

Start with: “Jacksonville Center, N12345, request.” 

Then: “N12345 is a Cessna 172, VFR, 30 miles southwest of Daytona, 6,500 feet. Request pop-up IFR to Orlando Executive. Information Bravo.”

What ATC Needs

Keep it simple:

Who you are
Where you are
Your altitude
What you want
ATIS (if available)

What Happens Next

ATC may:

• Issue the clearance 
• Ask you to standby 
• Vector you while coordinating 

Once cleared, you are operating IFR.

Workload Consideration

If conditions are deteriorating:

Stabilize the aircraft first.
Then make the request.

Aviate. Navigate. Communicate.

IFR Clearance Example

You: “Gainesville Clearance, N12345, IFR to Orlando Executive, Information Delta, ready to copy.”

ATC: “N12345, cleared to Orlando Executive via MUGON1 departure, then as filed. Climb and maintain 3,000, expect 6,000 one-zero minutes after departure. Departure frequency 135.35. Squawk 4521.”

CRAFT Breakdown

C — Orlando Executive
R — MUGON1 departure, then as filed
A — 3,000, expect 6,000
F — 135.35
T — 4521

Readback

“N12345, cleared to Orlando Executive via MUGON1 departure, then as filed. Climb and maintain 3,000, expect 6,000 one-zero minutes after departure. Departure 135.35, squawking 4521.”

ATC: “N12345, readback correct.”

Closing Thoughts

The IFR system is not as intimidating as it sounds on day one. It’s a language. And like any language, fluency comes from repetition.

CRAFT gives you a framework. Readbacks give you a way to verify. And understanding things like void times and pop-up IFR helps you stay ahead of situations instead of reacting to them.You don’t need to be perfect on your first clearance. You just need to know the system well enough to work within it and know when to ask for a repeat, a slower pace, or a little extra help.

And over time, what once felt difficult becomes a process you can manage consistently.

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Why Steep Turns Are a Required Checkride Maneuver

Steep turns are not just a demonstration of coordination and precision — they are a practical skill that prepares pilots for real-world scenarios. If a pilot finds themselves in an evasive maneuver situation in the traffic pattern, the ability to handle an airplane efficiently at high bank angles and increased load factor is exactly what steep turn training builds. The DPE is watching not just whether you stay within tolerances, but whether you understand why the airplane behaves the way it does throughout the maneuver.

Steep Turns ACS Standards — Know Your Tolerances

Before entering steep turns every pilot needs to have the ACS tolerances memorized. At the private pilot level those tolerances are altitude plus or minus 100 feet of the starting altitude, airspeed plus or minus 10 knots, and rollout within plus or minus 10 degrees of the starting heading. Steep turns are performed to the left and to the right, and most examiners ask for them consecutively to add the additional challenge of rolling directly from one turn into the other.

Start With a Stable Baseline

Jamie sets up at 100 miles per hour on a cardinal heading at 4,500 feet before beginning the roll-in. Rushing into the maneuver before reaching a stable baseline is one of the fastest ways to start off sloppy. Begin when you are ready but do not make the examiner wait.

Understand the Aerodynamics First

As bank angle increases the vertical component of lift decreases and induced drag increases. That requires both additional back pressure and additional power to maintain altitude throughout the turn. Pilots who do not anticipate this will lose altitude, airspeed, or both before they reach the rollout.

How to Enter and Fly the Steep Turn

Roll in smoothly toward 45 degrees, add power to compensate for induced drag, and apply back pressure to hold altitude. Keep the ball centered throughout — uncoordinated flight adds form drag and creates a chain of corrections that are difficult to manage simultaneously. Watch the nose sweep across the horizon and make small precise adjustments rather than chasing the instruments.

Steep Turns Are a Rudder Maneuver Too

Steep turns are not just a yoke maneuver. Rolling in without coordinated rudder input adds form drag immediately, slows the aircraft, and forces the pilot into catch-up corrections under significant mental workload. Coordinated rudder input from the very start of the roll-in keeps the maneuver clean and manageable.

Rolling Out on Your Heading

Begin the rollout early enough to arrive at wings level right on the cardinal heading. Anticipate the balloon effect as bank decreases and be ready to release back pressure and reduce power as rollout completes. Finishing at the original altitude, airspeed, and heading is the goal.

Common Steep Turn Mistakes to Avoid

The most frequent mistake is not anticipating induced drag during roll-in, which causes altitude loss and puts the pilot in a constant catch-up situation. The second is rolling in without coordinated rudder, which adds form drag and triggers compounding corrections. Both mistakes share the same root cause — not understanding the aerodynamics before entering the maneuver.

Ready to Take Your Flight Training to the Next Level?

MzeroA Online Ground School offers complete courses for Private, Instrument, Commercial, and Instructor Ratings. Our students train using the proven Aviation Mastery Method, consistently scoring 6 points higher than the national average on their FAA written exams. Start training smarter today and visit www.mzeroa.com/store for more information!

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Slow Flight ACS Standards: Know Your Tolerances Before You Begin

Before entering slow flight every pilot needs to know the ACS tolerances. For the private pilot standard those tolerances are altitude plus or minus 100 feet, heading plus or minus 10 degrees, and airspeed plus 10 knots minus zero — and that is specifically without the stall warning horn activating. Commercial pilot standards tighten those numbers further. Knowing exactly what you are being evaluated against before the maneuver begins is the foundation of a confident checkride performance.

 Start With a Good Baseline — Do Not Rush Into the Maneuver

One of the most important takeaways from this lesson is what Coach Jamie calls “never putting yourself in a bad airplane.” Before entering slow flight the aircraft needs to be fully configured, stabilized, and ready. That means clearing turns are complete, the pre-maneuver checklist is done, lights are on, mixture is rich, and the pilot is mentally prepared to begin. Rushing into slow flight before reaching a stable baseline creates problems that compound throughout the entire maneuver.

Setting Up for Slow Flight

The setup for slow flight follows a deliberate sequence. Introduce carb heat, reduce throttle to around 1800 RPM, and begin introducing flaps incrementally once inside the white arc. As flaps are added expect a balloon effect that will temporarily increase lift. Coach Jamie sets up for a normal slow flight landing configuration at around 50 to 60 miles per hour in the Cessna 172, which is noted in miles per hour rather than knots. Always follow your POH for your specific aircraft during setup.

How the Controls Feel Different in Slow Flight

One of the most important things to understand about slow flight ACS standards is how dramatically the control feel changes at low airspeed. The controls become mushy and significantly more sensitive to small inputs. Student pilot Kat experiences this directly during the lesson when small bank corrections produce faster airplane responses than expected. In slow flight even five to ten degrees of bank is enough to get the nose moving quickly. Small, precise inputs are required throughout the maneuver to maintain ACS tolerances.

Climbs Descents and Turns in Slow Flight

During a checkride the DPE will ask for climbs, descents, and turns while in slow flight to evaluate how well the pilot manages the aircraft throughout the performance envelope. A climb in slow flight requires full power, right rudder to keep the ball centered, and a slow controlled pitch up without triggering the stall warning horn. Turns demand minimal bank angles since the airplane responds much faster than at cruise speed — even small inputs produce quick heading changes. Descents are managed by reducing power and pitching for airspeed, always remembering that throttle controls altitude and pitch controls airspeed in slow flight.

Pitch for Airspeed and Power for Altitude

The most important principle in slow flight management is one every flight instructor reinforces repeatedly. Pitch for airspeed and use power for altitude. In slow flight the throttle becomes the primary tool for controlling altitude while pitch attitude is used to manage airspeed. Understanding and applying this relationship throughout the maneuver is exactly what separates pilots who manage slow flight confidently from those who feel like the airplane is flying them.

The ACS Slow Flight Recovery

Recovery from slow flight follows a specific sequence that the DPE will evaluate closely. Apply full power immediately. Remove the first notch of flaps while maintaining altitude and heading. Continue accelerating and removing flaps in stages as airspeed increases. Once flaps are fully retracted, trim off the back pressure and return to normal cruise flight. Throughout the entire recovery altitude and heading must be maintained within ACS tolerances. A clean controlled recovery demonstrates exactly the level of aircraft management the ACS is designed to measure.

Why Slow Flight Matters Beyond the Checkride

Slow flight is not just a checkride maneuver. It is a skill that shows up every single time a pilot enters the traffic pattern. Managing the aircraft at low airspeed with precision and awareness is directly transferable to every approach and landing. Building genuine proficiency in slow flight during training means the traffic pattern becomes a place of confidence rather than a source of stress, whether a DPE is in the right seat or not.

Ready to Take Your Flight Training to the Next Level?

MzeroA Online Ground School offers complete courses for Private, Instrument, Commercial, and Instructor Ratings. Our students train using the proven Aviation Mastery Method, consistently scoring 6 points higher than the national average on their FAA written exams. Start training smarter today and visit www.mzeroa.com/store for more information!

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Why Most Drone Pilots Get Their Category Wrong

The biggest mistake new drone pilots make is assuming they know whether they are recreational or Part 107 without ever verifying it. Some assume they need Part 107 when they do not. More commonly pilots assume they are recreational when they are not. The FAA built the What Kind of Drone Flyer Are You tool to solve this problem. It is a simple yes or no decision tree that takes about two minutes and removes all guesswork about your regulatory category.

Where To Find the FAA Drone Flyer Tool

The What Kind of Drone Flyer Are You tool is available at faa.gov under the getting started section. Every drone pilot should use it before registering their aircraft, before studying for a certificate, and before assuming they know which rules apply to them. It is free, fast, and built to help pilots identify their correct regulatory pathway from day one.

Question One — Government or Public Safety Operator

The first question asks whether you represent a government agency, law enforcement entity, or public safety organization. For most pilots the answer is no and you move forward immediately. If you work for a fire department, sheriff’s office, or any government body flying in that capacity, the FAA provides a direct link to an advisory circular covering the certificate of authorization process. Remote Pilot 101 also offers group discounts for first responders exploring that route.

Question Two — Citizenship and Residency Status

The second question addresses whether you are a United States citizen or resident alien. International UAS operators face additional regulatory requirements. If you are an international operator planning to fly commercially inside the United States, the FAA tool branches you directly to resources for foreign operators. Knowing this early prevents misregistration and regulatory confusion before it starts.

Question Three — The One That Trips Up Most Pilots

The third question is where honest self-assessment matters most. The FAA asks whether you are flying for business, a commercial enterprise, or nonprofit work. Most pilots hear commercial and think only about getting paid. Nonprofit operations are explicitly included. If you are volunteering to photograph a charity event or surveying land for a community organization, you are not recreational under the FAA definition. Answer this one honestly because everything downstream depends on it.

The Recreational or Part 107 Pathway Explained

If you answer no to the business question the tool guides you down the recreational pathway with follow-up questions to confirm your flying qualifies. If you answer yes the tool branches you toward Part 107 drone operations. Part 107 requires pilots to be at least 16 years old. Pilots under 16 can still participate in commercial operations legally under the direct supervision of a current Part 107 certificate holder. Knowing your correct pathway from the start ensures every step toward certification is the right one.

Start Here Before You Do Anything Else

Whether you are brand new to drones or have been flying for years without formally identifying your regulatory category, the What Kind of Drone Flyer Are You tool is the right starting point. It takes two minutes, it is maintained by the FAA, and it gives you a definitive answer about whether you are recreational or Part 107. Remote Pilot 101 recommends it to every pilot who asks where to begin.

Ready to Become a Confident Legal Drone Pilot

MzeroA’s Remote Pilot 101 course gives you everything you need to earn your Part 107 certificate and fly with confidence in the real world. We are so confident in what we have built that we will give you two weeks free with no credit card needed. We have helped thousands of drone pilots pass their FAA knowledge exam and launch their drone careers. Visit www.mzeroa.com/drones to get started today!

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Why We Practice Stalls — It Is All About the Recovery

Before diving into technique it is worth understanding the purpose behind stall training. Pilots practice stalls to practice recoveries. That is the entire point. The goal is never to demonstrate how deep into a stall you can go, it is to build the muscle memory and awareness needed to recognize the early warning signs and respond correctly before the situation develops further. That principle is exactly what stall recognition ACS standards are built around.

Stall Recognition ACS Standards vs. PTS: What Changed and Why It Matters

Flight training has moved away from the Practical Test Standards and toward the Airman Certification Standards for good reason. Under the PTS pilots were often expected to demonstrate maneuvers to their breaking point. The ACS shifts the focus to scenario-based recognition and recovery. For stalls that means your DPE is watching whether you can identify the approach to a stall early and respond correctly, not whether you can hold the aircraft in a deep break. Understanding that distinction changes how you should train for and think about stall recognition ACS standards.

Start With Clearing Turns Every Single Time

Before any stall practice begins, clearing turns are required. Coach Jamie opens this lesson the same way the previous clearing turns lesson ended, by demonstrating why clearing turns matter before any low-airspeed maneuver. Slowing the aircraft to stall speed without first clearing the area is a safety risk and a checkride red flag. Building the habit of clearing turns before every maneuver is part of what stall recognition ACS standards expect to see.

Power On Stall: Simulating the Takeoff Scenario

The power on stall simulates a scenario most pilots have experienced in some form, excessive back pressure during or shortly after takeoff. Coach Jamie sets the trim to takeoff position, advances to full throttle, and pitches up to recreate the rotation profile of a departure. The key is catching the first indication of stall approach, the subtle buffet, the sluggish controls, the critical angle of attack warning, and responding immediately. At full power the recovery focuses on reducing the angle of attack and keeping the aircraft flying straight ahead while accelerating away from the stall.

The Power On Stall Recovery

When stall recognition occurs during a power on scenario the recovery is straightforward but requires discipline. Reduce the angle of attack immediately. Maintain full power throughout. Keep the aircraft coordinated with the right rudder as torque and P-factor increase at full throttle. The goal is to return to the original altitude with minimal altitude loss while demonstrating positive aircraft control throughout. Airspeed is your friend in this recovery, the faster you reduce angle of attack the faster you rebuild it.

Power Off Stall: Simulating the Landing Scenario

The power off stall simulates a scenario that catches pilots off guard most often in the traffic pattern, excessive pitch attitude at low airspeed on approach to landing. Coach Jamie sets up the scenario realistically by pulling power back, introducing full flaps, and pitching for the normal approach airspeed of around 70 miles per hour. The descent is intentional — simulating the transition from pattern altitude toward the runway — before the stall recognition cue arrives and the recovery begins.

The Power Off Stall Recovery

Power off stall recovery requires a specific and immediate sequence. Apply full power the moment stall recognition occurs. Add the right rudder to counteract the left-turning tendency as power comes in. Immediately reduce flaps to 20 degrees as the POH directs — not all at once, but in stages as a positive rate of airspeed and climb are established. Bring flaps to zero incrementally and return to the original altitude. Each step in that sequence matters and each one will be evaluated on checkride day.

You Can Stall at Any Airspeed

One of the most important concepts in stall recognition ACS standards is understanding that a stall is not an airspeed event, it is an angle of attack event. A stall can occur at any airspeed if the critical angle of attack is exceeded. That is exactly why accelerated stalls are a required maneuver for commercial pilot applicants. Building awareness of angle of attack rather than relying solely on the airspeed indicator is what separates pilots who truly understand stalls from those who have simply practiced them.

 Scenario Based Training Is the ACS Standard

The Airman Certification Standards are built around scenario-based evaluation. A DPE is not just watching whether you can execute the mechanical steps of a stall recovery. They are evaluating whether you understand the scenario, recognize the threat early, and respond with sound judgment and proper technique. Framing every stall practice session around a realistic scenario — departure, approach, pattern — rather than an abstract maneuver builds the kind of understanding the ACS is designed to measure.

Ready to Crush Your Checkride With Confidence?

MzeroA Online Ground School gives you everything you need to walk into your checkride prepared, confident, and ready to perform. Our Private Pilot course covers every ACS maneuver in depth — including stall recognition and recovery — using the proven Aviation Mastery Method that consistently helps our students score 6 points higher than the national average on their FAA written exams. Start training smarter today and visit www.mzeroa.com/store for more information!

The post Stall Recognition ACS Standards for Your Checkride appeared first on MzeroA.

The incident triggered a congressional investigation, new oversight requirements, and eventually the push to modernize the system entirely—which is where the new NOTAM Management System comes from. And yet, for something that carries that much operational weight, NOTAMs remain one of the most consistently ignored parts of a preflight briefing.

The good news is that reading NOTAMs is a learnable skill, and once it clicks, it becomes second nature. Here’s everything you need to get there: what NOTAMs are, how to decode them, how to filter the noise, and how to use them the way experienced pilots do.

What Is a NOTAM?

NOTAM stands for Notice to Airmen. (As of February 10, 2025, the FAA officially reverted to that original terminology—it had been briefly called “Notice to Air Missions”) 

By definition, a NOTAM is a notice containing information essential to flight operations that isn’t known far enough in advance to be published through standard aeronautical charts, publications, or procedures. In plain English: if something changes, breaks, gets restricted, or pops up in the airspace that you need to know about before you fly—it shows up in a NOTAM.

That could mean a runway closure at your destination, a NAVAID knocked offline, or a TFR that appeared overnight because a VIP is in town. It could be a crane at a construction site that just cleared obstacle height or a laser lightshow three miles off your approach path. None of it makes it onto your sectional. All of it affects your flight.

The concept of NOTAMs in aviation dates back to the 1940s, modeled after the “Notice to Mariners” system used to warn ship captains of hazards at sea. The FAA kept the idea, updated the format (a few times), and here we are.

Understanding the NOTAM Management System (NMS)

NOTAMs don’t just materialize out of thin air (pun intended). They go through a structured system that has recently gotten a significant upgrade.

The FAA has launched a modernized NOTAM Management Service (NMS), which you can access at https://nms.aim.faa.gov/. This system replaced the older Federal NOTAM System and began rolling out in September 2025. It offers near-real-time data exchange, improved collaboration tools for pilots and dispatchers, and a much cleaner interface. The NMS is also designed to be ICAO-compatible (more on why that matters in a moment). Full public access is expected to be available by mid-April 2026, with the Foreign NOTAM Service (FNS) expected to follow by fall 2026.

Who Issues NOTAMs?

NOTAMs are issued by a range of sources:

• Airport operators –for conditions at their field (runway closures, lighting outages, construction, etc.)
• Flight Service Stations (FSS) – for distributing and verifying NOTAMs across their area
• The National Flight Data Center (NFDC/FDC) – for regulatory changes like amended approach procedures and TFRs
• Air Route Traffic Control Centers (ARTCCs) – for NOTAMs that cover large airspace areas

Once issued, NOTAMs are distributed through the NMS and exchanged internationally through what’s called the Aeronautical Fixed Telecommunication Network (AFTN). They’re designed to move fast, because the whole point is to get critical information to you before it becomes a problem.

Who Issues NOTAMs?

NOTAMs are issued by a range of sources:

• Airport operators –for conditions at their field (runway closures, lighting outages, construction, etc.)
• Flight Service Stations (FSS) – for distributing and verifying NOTAMs across their area
• The National Flight Data Center (NFDC/FDC) – for regulatory changes like amended approach procedures and TFRs

Air Route Traffic Control Centers (ARTCCs) – for NOTAMs that cover large airspace areas

Once issued, NOTAMs are distributed through the NMS and exchanged internationally through what’s called the Aeronautical Fixed Telecommunication Network (AFTN). They’re designed to move fast, because the whole point is to get critical information to you before it becomes a problem.

NOTAM Types

The FAA categorizes NOTAMs a few different ways, and knowing the categories helps you know where to look:

NOTAM (D) – Distant: These are the most common type. They cover all navigational facilities in the National Airspace System, all public-use airports, seaplane bases, and heliports. Runway closures, taxiway info, obstruction data, lighting issues. NOTAM (D) is your primary source for on-airport and enroute facility information.

FDC NOTAMs – Flight Data Center: These are regulatory. When you see an FDC NOTAM, pay attention. They cover amendments to published instrument approach procedures (IAPs), changes to airways, TFRs, GPS anomalies, and high barometric pressure warnings. If you’re flying IFR, FDC NOTAMs are non-negotiable.

Center Area NOTAMs: A type of FDC NOTAM that applies to a broader area—not just one airport. TFRs that cover multiple airports, for example, live here under the ARTCC responsible for that airspace. This is why you should always search for both airport-specific NOTAMs and the ARTCC code for your region.

FICON NOTAMs – Field Condition: These report runway surface conditions (braking action, contaminants like snow, ice, or standing water, and friction measurements). If you’re flying into an airport dealing with winter weather, FICON NOTAMs tell you what you’re landing on.

SAA NOTAMs – Special Activity Airspace: These notify pilots when special use airspace (like military operating areas) is active outside its normally published schedule. Just because the chart says the MOA is only hot Monday through Friday doesn’t mean a SAA NOTAM won’t change that.

ADS-B NOTAMs: Issued when ADS-B ground infrastructure is degraded or out of service in a specific area. Worth checking if you’re relying on traffic awareness or operating in airspace where ADS-B Out is required.

Pointer NOTAMs: These don’t carry operational information on their own—they point you to another NOTAM filed under a different location or facility. A common example is a Pointer NOTAM at a smaller airport directing you to a TFR filed under the controlling ARTCC. They’re easy to skim past, but ignoring one means you might miss exactly what it’s referencing.

International NOTAMs: Any NOTAM distributed across more than one country. These are not automatically included in standard flight briefings—they must be specifically requested.

Military NOTAMs: Issued for military airspace and military airports through the DoD system.

Published NOTAMs: NOTAMs that have been in effect long enough to be included in the Chart Supplement. Easy to overlook because they don’t show up the same way in a standard briefing—but they’re still active and still apply to your flight.

Class I and Class II NOTAMs: These are distribution classifications rather than content types. Class I NOTAMs are time-sensitive and distributed via telecommunication. Class II NOTAMs cover information that isn’t immediately time-critical (things like chart and publication updates) and are distributed by mail. Knowing the difference helps you understand why some NOTAMs reach you faster than others.

How to Read NOTAMs

Here’s where most pilots either get frustrated or start skipping information they shouldn’t. Let’s fix that.

Think of learning to read a NOTAM like learning to read a sectional chart. It looks intimidating until someone explains the legend. After that, it’s just a language—and it’s learnable.

The Domestic (Legacy) Format

Until recently, the FAA used a uniquely American domestic NOTAM format. Here’s a real-world example of what that looks like:

!ORD 06/001 ORD RWY 04L/22R CLSD 2106231700-2106232300

Let’s decode this piece by piece:

• !ORD – The accountability location. This is the facility responsible for issuing the NOTAM. In this case, Chicago O’Hare International Airport (ORD).
• 06/001 – The NOTAM number. “06” = June (the month it was issued), “001” = the first NOTAM issued that month.
• ORD – The affected location. Where the NOTAM applies.
• RWY 04L/22R – The subject. RWY is the keyword for Runway, and 04L/22R identifies which one.
• CLSD – The condition. Closed.
• 2106231700-2106232300 – The time constraint in YYMMDDTTTT format (UTC). This reads: 2021, June 23rd, 1700Z to 2300Z.

Every NOTAM (D) must begin with one of the required keywords so you know immediately what it’s addressing: RWY (runway), TWY (taxiway), APRON, RAMP, AD (aerodrome), OBST (obstruction), NAV (navigation), COM (communications), SVC (services), or AIRSPACE.

That keyword is your quick-scan tool. Run your eyes down the list, and the keywords tell you what each NOTAM is about before you even read the full text.

The ICAO Format: What’s Changing

The FAA has been transitioning toward the internationally standard ICAO NOTAM format, which uses a multi-line structure that’s significantly easier to parse on longer NOTAMs. The same runway closure in ICAO format looks like this:

B0667/21 NOTAMN

Q) KZAU/QMRLC/IV/NBO/A/000/999/4159N08754W005

A) KORD

B) 2106231700

C) 2106232300

E) RWY 04L/22R CLSD

• A) – Location (KORD)
• B) – Start time
• C) – End time
• E) – The plain language explanation of the NOTAM

That Q) line in between carries coded qualifiers including the NOTAM Q-code, which always starts with the letter Q. The next two letters identify the subject (MR = Movement area/Runway), and the following two letters identify the condition (LC = Closed). So QMRLC = Runway Closed. Once you learn the common Q-codes, scanning gets much faster.

Understanding the NOTAM Time Format

Times in NOTAMs are always in UTC (Zulu time), and the format is YYMMDDTTTT. So “2601211400” means January 21, 2026 at 1400Z. Always convert to local time for your situational awareness, but brief yourself in Zulu. If a NOTAM ends with “UFN”, that means “Until Further Notice.” No defined end time. That’s your cue to check it again before your next flight.

NOTAM Decoder Tools

ForeFlight and Garmin Pilot both parse NOTAMs into a readable format, which makes the learning curve a lot more manageable. Use them. Just know that at some point (likely on your checkride) you’re going to be handed a printed briefing with raw NOTAM text and expected to work through it. Getting comfortable with that now is worth the effort.

How to Filter NOTAMs

An unfiltered NOTAM briefing can contain an overwhelming amount of information, most of which have nothing to do with your flight. The system is designed to cast a wide net—it’s your job to sort out what fish matters for your flight.

Start With Your Route of Flight

Pull NOTAMs for every airport you’re touching—departure, destination, and alternates. But don’t stop there. Also pull NOTAMs for the ARTCC controlling your airspace. Flying through ZHU (Houston Center) airspace? You need to check ZHU for Center Area NOTAMs that might include TFRs or GPS anomalies along your route.

Prioritize By Category

Here’s a practical priority order for filtering:

1. TFRs first. Always. Busting a TFR has career-ending potential, and in some cases worse. Check TFRs along your entire route, not just at the airport.
2. Runway and taxiway closures. Can you land where you’re going? Is your planned runway available? Is the parallel runway you were hoping to use for a downwind closed? These affect your planning immediately.
3. NAVAID outages. ILS down? VOR unserviceable? GPS anomalies along your route? These directly affect your instrument approach options and IFR alternates.
4. FDC NOTAMs for amended approach procedures. If you’re planning an instrument approach, verify the procedure you’re flying hasn’t been amended since your chart was published.
5. Obstruction NOTAMs. Cranes, towers, and construction equipment have a way of appearing between chart update cycles. Check for OBSTs around your departure and arrival airports.
6. Lighting and services. VASI/PAPI out? ATIS offline? Fuel unavailable? These are quality-of-life NOTAMs that matter more the farther you are from a major airport.

Learn to Cross Off, Not Ignore

Print or export your NOTAMs. Read through them with a pen in hand and physically cross out the ones that don’t apply to your flight. That’s an old-school tip that still works. The act of crossing something off means you looked at it and made a judgment call. That’s different from ignoring it.

Use the Right Tools

ForeFlight’s NOTAM view categorizes and filters by type, which saves significant time. Garmin Pilot does the same. Take advantage of it. But here’s the caveat: always cross-reference with official sources, especially for regulatory FDC NOTAMs and TFRs. For the most important types of NOTAMs pilots encounter in everyday flying, the short list is: TFRs, runway closures, NAVAID outages, amended approaches, and GPS anomalies. Those five categories cover the majority of operationally significant surprises.

When to Use NOTAMs

The short answer: check NOTAMs before and during every flight.

During Preflight Planning

This is where NOTAM management earns its reputation as a critical skill. At MzeroA, we talk about building habits that scale—habits that serve you just as well on a complex IFR cross-country as they do on a local VFR hop. Reviewing NOTAMs is one of those habits.

Pull your briefing at least an hour before departure for short local flights, and the evening before plus again the morning of for longer cross-countries. NOTAMs can be issued or updated right up until your departure time, so a final check before engine start is never too much.

Integrate your NOTAM review into a structured preflight checklist. Look at your route, confirm TFR status, check destination field conditions, verify your NAVAID availability, and make sure your approaches haven’t been amended since you last printed or downloaded your charts.

During Your Briefing

A standard weather briefing from a Flight Service specialist will include relevant NOTAMs automatically. NOTAM (D)s are sometimes omitted unless specifically requested. Always ask. “Include all NOTAMs” is a sentence that takes two seconds and can change the entire picture of your briefing.

En Route

TFRs can pop up with short notice, especially for presidential or security-related restrictions. Keep your situational awareness current. If you’re flying with ADS-B In, you might be able to receive real-time TFR alerts in the flight deck. If not, be familiar with your FIS-B capabilities and their limitations.

Before a Checkride

Your DPE will absolutely check whether you know the NOTAMs for your cross-country planning flight. Not just whether you checked them, but whether you can explain what they mean and how they affect your flight. Know your NOTAMs well enough to talk through them.For even more on NOTAMs, we put together a dedicated resource worth bookmarking: [NOTAM tips] https://www.mzeroa.com/mastering-notams-guide-for-safe-flight-planning/

Closing Thoughts

NOTAMs are the real-time pulse of the National Airspace System and the FAA’s push to modernize how they’re distributed with the new NOTAM Management System is a step in the right direction. But a better interface doesn’t change what’s required of you as a pilot. You still need to pull the briefing, work through the list, and make decisions based on what you find. At MzeroA, that’s the kind of practical, ground-up understanding we build into everything we teach. Because knowing the format is one thing, knowing what to do with it is another.

Fly smart. Brief thoroughly. And never skip the NOTAMs.

If this is the kind of detail you want going into every flight, MzeroA’s online ground school has a lot more where this came from. Start your two-week free trial today!

The post NOTAMs Explained: How to Read, Filter, and Actually Use Them appeared first on MzeroA.

Daytona Beach, Florida — MzeroA Online Ground School, the nation’s most trusted provider of online aviation ground school education, today announced the official launch of its new Sport Pilot Course, a streamlined, fully online certification prep program designed to guide aspiring pilots from zero experience to FAA Sport Pilot Knowledge Exam readiness, at their own pace and within their budget.

Priced at $299 for 12 months of full course access, the Sport Pilot Course delivers in-depth instruction through engaging video lessons, real-world examples, and FAA-focused content — everything a student needs to pass the Sport Pilot knowledge exam and step into the cockpit with total confidence.

“The Sport Pilot certificate is one of the most accessible entry points into aviation, and we built this course to match that. Every topic is taught with the same depth and rigor we apply to all our programs – so students aren’t just prepared for the exam, they’re prepared to fly safely and make smart decisions from day one.”

— Deirdre Wilson, MzeroA Curriculum Director

Who It’s For

The Sport Pilot Course was designed for anyone seeking a faster, simpler entry point into aviation — whether they are brand-new to flying or transitioning from ultralights and recreational aircraft. The Sport Pilot certificate requires fewer flight hours than a Private Pilot certificate and does not require a medical certificate for most pilots, making it one of the most accessible pathways into general aviation.

What Students Will Gain

Upon completing the Sport Pilot Course, students will have a thorough command of the knowledge areas tested on the FAA Sport Pilot Knowledge Exam, including:

• Core aerodynamics, aircraft systems, and light-sport regulations
• Radio communication and traffic pattern procedures
• Weather interpretation and go/no-go decision making
• Airspace rules and requirements relevant to sport pilots
• Cross-country flying fundamentals and aeronautical decision making
• The confidence and knowledge to pass the FAA knowledge exam on the first try

Built Around What Matters Most

The Sport Pilot Course covers every subject area tested on the FAA Sport Pilot Knowledge Exam — from the fundamentals of aerodynamics and aircraft systems to airspace, weather, cross-country flying, and aeronautical decision making. Each lesson is built with clarity and real-world application in mind, so students aren’t just memorizing answers — they’re developing the judgment and understanding that makes a safe, confident pilot.

Pricing & Access

The Sport Pilot Course is available now for $299, which includes 12 months of full course access. However, MzeroA also offers its learners membership options, both Gold and Bronze will now include Sport Pilot within its offerings. Students can learn at their own pace, revisit lessons as needed, and study continuously as they progress toward their checkride. There are no deadlines, no pressure — just a clear path from the ground to the sky.

Completing the Picture: The Sport Pilot Checkride Book

Alongside the Sport Pilot Course, MzeroA is concurrently launching the Sport Pilot Checkride Book, the newest addition to MzeroA’s trusted Checkride Book series. Where the Sport Pilot Course prepares students to pass the FAA knowledge exam, the Checkride Book is designed to carry them through to the finish line — providing the focused preparation and confidence needed to succeed in the practical test. The book includes real-world scenarios built around the questions evaluators actually ask, so students arrive at their checkride not just knowledgeable, but genuinely ready for the conversation. Together, the two resources offer a complete, end-to-end educational pathway from first lesson to certificate in hand.

About MzeroA Online Ground School

MzeroA Online Ground School is the nation’s leading provider of online aviation ground school education, trusted by over 130,000 student pilots across the United States. Using the proprietary Aviation Mastery Method, MzeroA prepares students to confidently pass their FAA Knowledge Exams and become safe, knowledgeable pilots. MzeroA offers courses and memberships for Airplane and Drone. Enroll in the Sport Pilot Course today at www.mzeroa.com.

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