The Part 107 recurrent test that you are picturing no longer exists. The in-person, paid, proctored exam was replaced by a free online recurrent training course, which means that much of the advice online about the FAA Part 107 recurrent knowledge test topics is outdated.

This article provides you with a comprehensive overview of what’s changed, what topics are covered in the online course, and how you can prepare for your drone license renewal.

What Changed: The FAA Retired the In-Person Recurrent Test

The Federal Aviation Administration (FAA) eliminated the in-person recurrent knowledge test in April 2021 as part of the Operations Over People and Remote ID rulemaking, replacing it with free online recurrent training that is available on the FAA Safety Team site, FAASafety.gov.

The reasoning behind this change was driven by the understanding that knowledge is perishable and rules change over time. Rather than redesigning and offering an updated in-person recurrent knowledge test every time rules and regulations for drone flying changed, the FAA felt that an online refresher was a simpler and more efficient option for students and providers alike. Completing an online refresher course is much easier than taking a trip to an in-person testing center.

In addition to changing the format of the renewal process, the FAA also updated the FAA Part 107 recurrent knowledge test topics to include “operation at night” as a knowledge area. This focus area is tied to flying at night without a waiver after training. Remote pilots who maintain their Remote Pilot Certificate can submit airspace authorization requests to the FAA to operate in controlled airspace at night.

Your Certificate Does Not Expire, but Your Currency Does

Remember, your Remote Pilot Certificate does not expire. One of the most common misconceptions is that the Remote Pilot Certificate becomes invalid after two years, but in reality, it does not have an expiration date. What actually expires is your aeronautical knowledge recency. To continue exercising the privileges of your certificate, you must complete the required recurrent training every 24 calendar months. This helps ensure you stay up to date on the knowledge needed to operate your drone safely and legally.

According to 14 CFR 107.65, drone pilots must have passed the initial FAA Part 107 exam or completed recurrent training within the previous 24 calendar months.

However, if your currency lapses, there is no penalty and no requirement that you retake the initial test. All you have to do is complete the free online recurrent training course, and your currency is immediately restored.

Which Recurrent Course You Take: ALC-677 vs. ALC-515

There are two free online recurrent training courses available to help you maintain your Part 107 currency: ALC-677 and ALC-515. Both are available through the FAA Safety Team website, FAASafety.gov.

Here’s how to choose the right one for you:

• ALC-677: This course is designed for remote pilots who do not qualify for the Part 61 recurrent course. If you hold a Remote Pilot Certificate, you can take this course regardless of whether your currency is current or has lapsed.
• ALC-515: This course is designed for remote pilots who also hold a Part 61 pilot certificate and have a current flight review under 14 CFR § 61.56. If you meet those requirements, you can take this course to maintain your Part 107 currency.

Every Topic the Recurrent Training Covers

Per 14 CFR 107.73, the recurrent training covers the same FAA Part 107 recurrent knowledge test topics:

• Regulations related to small, unmanned aircraft system rating privileges, limitations, and flight operations
• Airspace classification, including operating requirements and flight restrictions that impact small, unmanned aircraft operations
• Weather and the impact that weather patterns can have on small, unmanned aircraft performance
• Unloading of small, unmanned aircraft
• Emergency procedures
• Effective crew resource management (CRM)
• Radio communication procedures
• Determining the performance of small, unmanned aircraft
• Physiological effects of drugs and alcohol
• Aeronautical decision-making and judgment
• Airport operations
• Maintenance and preflight inspection procedures
• Operation at night

Airspace and sectional chart reading may trip up drone pilots who have not reviewed since their initial test. For instance, if you last took your Part 107 renewal test in 2025, you may want to consider enrolling in a refresher course to ensure your knowledge is up to date, and you can successfully complete the renewal training online. A Part 107 course is not mandatory, but completing one in advance of your training lets you solidify your knowledge base and move forward with confidence.

How to Complete Your Part 107 Renewal Step by Step

The drone certificate renewal process is straightforward, but it’s important to know what steps to take to maintain your currency. All Part 107 recurrent training is completed online at FAASafety.gov and takes about two hours total to complete. 

Here’s a step-by-step look at how to complete your training:

1. Visit FAASafety.gov, and create or log into the FAASTeam account.
2. Enroll in ALC-677 or ALC-515.
3. Work through all the modules.
4. Complete the open-material end-of-course knowledge check. This has unlimited retakes, so it’s okay if you make a mistake.
5. Download and securely store the completion certificate.

Remember, the completion certificate serves as your proof of currency. It resets the 24-month clock from the finish date. So, if you completed your last Part 107 renewal test in 2025, your drone license will need to be renewed during the same month in 2027.

How to Prepare and Pass With Confidence

The Part 107 recurrent test may be a free, online training program with unlimited retakes, but readiness is still important. Avoid clicking through the modules and guessing just because the check is open-material. The purpose of the training is to reinforce safe, legal flying practices throughout the 24-month currency period, and you really should understand the most current regulations, guidelines, and recommendations.

Drone regulations, airspace restrictions, and Remote ID rules continue to evolve over time, so a real refresh matters. MzeroA’s Remote Pilot Course provides a structured overview of every FAA knowledge area, letting you familiarize yourself with the material that will be covered during the Part 107 recurrent training. During this course, you will benefit from scenario-based instruction, making it a strong preparation resource.

Keep in mind, this Part 107 Remote Pilot Course is not a replacement for the free FAA training, but rather, a valuable tool that you can use to feel ready and self-assured before completing the training program online. Beyond keeping your knowledge current right now, this course also gives you lifetime access to study for future renewals.

Official renewal is always free and only on FAASafety.gov. Avoid the paid “renewal” sites that claim they will keep your drone license current. These are not FAA-affiliated.

Refresh Your Knowledge and Prepare for Success With MzeroA Online Ground School

Drone license renewal is now available online for free, letting you meet the Part 107 recurrent test requirements on your own schedule. This course keeps you sharp with field-relevant rules, allowing you to fly confidently as a remote pilot.

Don’t let your drone license currency lapse. Set a calendar reminder at least a few weeks before the 24-month deadline to ensure you don’t miss it! MzeroA’s Remote Pilot Course is the ideal refresher before each renewal cycle, providing you with a complete understanding of airspace, regulations, and safety procedures through hands-on, scenario-based training. This program helps you build the practical skills needed for real-world drone operations. 

Enroll in the Remote Pilot – Part 107 Course today.

Sources

https://www.faa.gov/uas/commercial_operators/become_a_drone_pilot

https://www.ecfr.gov/current/title-14/chapter-I/subchapter-F/part-107/subpart-C/section-107.65 

https://www.ecfr.gov/current/title-14/chapter-I/subchapter-F/part-107/subpart-C/section-107.73 

https://www.faasafety.gov

https://www.faa.gov/newsroom/recurrent-training-courses-drone-pilots-available-online

The post Part 107 Recurrent Test: What’s Changed and How to Prepare to Pass appeared first on MzeroA.

With a better understanding of the differences between actual instrument flight training and simulated instrument flight training, you can avoid common confusion while working toward your IR with confidence.

What Is Actual Instrument Time?

Actual instrument time (also referred to as IMC flying) is conducted solely using your airplane’s instruments while flying in actual instrument meteorological conditions. In other words, the weather itself is preventing you from maintaining outside visual references, thus requiring you to draw on flight instrument data to fly safely.

More specifically, FAA code defines IMC as “weather conditions below the minimums prescribed for flight under Visual Flight Rules (VFR).” Some common examples of actual IMC conditions may include:

• Flying through a solid layer of clouds where the horizon cannot be seen.
• Entering a dense layer of fog that eliminates outside visual references.
• Operating in low visibility below VFR minimums.

In the realm of pilot training, actual IMC flying is important because it introduces factors that cannot be perfectly reproduced through simulation training alone. The problem, of course, is that actual IMC training cannot be easily scheduled because the necessary weather conditions are unpredictable. For this reason, another type of training known as simulated instrument time is commonly used to supplement actual instrument training.

What Is Simulated Instrument Time?

Specifically, simulated instrument time is a type of training that is conducted while the aircraft is in otherwise visual conditions. Rather than the pilot’s view being organically limited by cloud cover or fog, view-limiting devices (such as “foggles” or instrument hoods) are used to mimic the experience of flying in those conditions.

For many pilot training programs foggles, IFR training, and other simulated instrument time are essential because they allow pilots to build valuable skills in a way that is predictable and repeatable. Rather than waiting to fly in genuine IMC conditions, flight instructors can rely on simulated flight training to help pilots sharpen their instrument scanning, navigation, and problem-solving skills.

Of course, there is one major limitation to this type of training. When the pilot isn’t able to see outside while wearing foggles or other view-limiting devices, someone else needs to be able to watch for hazards. 

The One Rule That Governs Both

The value of simulated instrument flight training is widely accepted. In fact, under 14 CFR § 61.51(g), the FAA recognizes this training as legitimate instrument experience, but there are some requirements to keep in mind. Specifically, this rule governs how instrument time can be logged.

Ultimately, the most important thing to remember here is that instrument time is more about how you’re flying and not necessarily the flight plan you file. In other words, instrument training time can only be logged when a pilot is operating solely with reference to instruments and no outside visual cues. 

For example, filing an IFR plan and flying the entire route in clear weather does not qualify for logging actual instrument time. If you’re looking outside and using visual references, you’re not flying on flight instruments alone.

When a Safety Pilot Is Legally Required

View-limiting devices can be a great way to simulate the conditions required for instrument flight training, but they come with a critical limitation. When a pilot uses one of these devices, they need a safety pilot to monitor the surroundings for hazards and keep everybody safe.

Under 14 CFR § 91.109(c), safety pilots in simulated instrument flights are required to:

• Hold at least a private pilot certificate with the appropriate category and class ratings.
• Maintain adequate vision forward and to each side of the aircraft.
• Fly in an aircraft with fully functioning dual controls. (Except for lighter-than-air aircraft)

When these conditions are met, the training pilot can log simulated instrument time (and PIC time, where applicable and when the pilot is the sole manipulator of the controls). However, roles should be agreed upon before takeoff to ensure that the logbook accurately reflects all training completed.

How Each Type Counts Toward Your Instrument Rating

Both actual and simulated instrument time can count toward instrument rating requirements under 14 CFR § 61.65, which is good news for pilots. However, there are some strict rules in place that must be followed by pilots in training and their instructors.

Most importantly, under 14 CFR § 61.65, instrument-airplane applicants must have a minimum of 40 hours of actual or simulated instrument time. This includes at least 15 hours of instrument flight training from an authorized instructor. 

Note that there is no requirement for pilots to gain a certain number of hours of actual instrument training because doing so would not only be impractical, but potentially risky as well. Instead, both types of training count equally toward the 40-hour minimum, if all other requirements are met.

Instrument Currency: Both Count Here Too

Even if both types of training can count toward your IR minimums, it’s still important to understand the distinction between each as you progress in your career. Specifically, under 14 CFR § 61.57(c), pilots acting as PIC under IFR or in weather below VFR minimums need to have logged experience with the following in the past six calendar months:

• Six instrument approaches
• Holding procedures and tasks
• Intercepting and tracking courses using navigational electronic systems

Although these requirements can be met using actual or simulated instrument training, proper documentation is key. A pilot’s logbook should always include both the location and type of each instrument approach, when a safety pilot was utilized, and the safety pilot’s name.

Failure to complete the required instrument experience within a given six-month period means a pilot can no longer act as PIC under IFR or in IMC flight conditions. From there, failure to regain your currency for a total of 12 calendar months means you’ll need to completely re-establish your instrument currency through an Instrument Proficiency Check (IPC) under § 61.57(d).

Build Essential Instrument Knowledge With MzeroA

At the end of the day, both actual and simulated instrument time are valuable components of IR training. Whereas simulated instrument time is structured and available on demand, actual IMC is harder to come by and adds real-world pressure. When requirements are met, both types can be used to accumulate instrument training hours under the hood.

Regardless, understanding the differences (and potential limitations) of these types of training is essential for any pilot or aspiring pilot. This foundation starts on the ground, and MzeroA’s Instrument Pilot Course can help build valuable knowledge with instructor-led video lessons on such topics as:

• Scanning and situational awareness
• IFR decision-making
• Weather interpretation
• Approach procedures

Staying proficient also means keeping up with new IFR tools. In this video, Coach Ray shows how the FAA’s Mobile Clearance lets you request and accept your departure clearance digitally.

Get in touch to learn more about how this course could help you prepare for your IR or strengthen your IFR knowledge alongside your flight training.

Sources

http://mzeroa.com/instrument-pilot-course/ 

https://www.ecfr.gov/current/title-14/chapter-I/subchapter-D/part-61/subpart-A/section-61.57 

https://www.aopa.org/training-and-safety/active-pilots/ratings-and-endorsements/instrument-rating

https://www.ecfr.gov/current/title-14/chapter-I/subchapter-J/part-170/subpart-A/section-170.3 

https://www.ecfr.gov/current/title-14/chapter-I/subchapter-D/part-61/subpart-A/section-61.51 

https://www.ecfr.gov/current/title-14/chapter-I/subchapter-F/part-91/subpart-B/subject-group-ECFRe4c59b5f5506932/section-91.109 

https://www.ecfr.gov/current/title-14/chapter-I/subchapter-D/part-61/subpart-B/section-61.65

The post Actual IMC vs. Simulated IMC: What Every Instrument Student Needs to Know appeared first on MzeroA.

The U.S. National Airspace System (NAS) uses a clear framework to guide the safe and efficient movement of aircraft within our nation’s vast airspace. Aspiring pilots quickly get familiar with a few key classes: the high-altitude, controlled airspace of Class A and the high-volume airport locations of Class B. Then there’s Class C’s bustling regional airports and Class D’s towered airports. 

Other airspace classes are equally important, determining how pilots operate when moving beyond highly controlled environments. These types of airspace may seem less restrictive, but they present their own challenges.

Class G is the only uncontrolled airspace in the U.S., and it’s prone to misconceptions among aspiring pilots. Incorrect assumptions about uncontrolled airspace can cause trouble on knowledge tests and checkride exams. Pilots with limited airspace knowledge also risk illegal weather encounters. Avoid these issues by learning how Class G airspace is defined and how it impacts pilots. 

What Is Class G Airspace?

Any airspace not designated as Class A, B, C, D, or E qualifies as Class G. This class is largely defined by what it lacks: air traffic control (ATC) and the operating requirements that accompany controlled airspace. Here, ATC clearance and radio equipment are not necessarily required. Rather, visual vigilance (also known as see-and-avoid) takes precedence. 

A distinct class is needed because ATC separation services are not required (or realistic) across the entire, vast expanse of airspace. In some areas, especially where air traffic remains low, it would take substantial resources and infrastructure to implement and maintain ATC separation on such an extended scale. Here, pilot responsibility takes precedence. 

Class G airspace may be described as uncontrolled, but it is by no means unregulated. The term ‘uncontrolled’ simply conveys the comparatively limited oversight from ATC. Pilots must continue to abide by Part 91 rules from Title 14 of the Code of Federal Regulations (CFR). In Class G, aircraft must still be airworthy, and pilots must maintain the appropriate certifications and follow weather minimums. 

Where Class G Airspace Begins and Ends

Class G airspace extends between the surface and Class E, which lies directly above. Its upper limits are naturally complicated by the reality that Class E’s base can vary according to location. On a VFR sectional chart, Class G is identified based on Class E, rather than requiring its own bold outline. 

Variations are necessary due to the realities of Instrument Flight Rules (IFR) routes and transition zones, where controlled airspace supports aircraft operating under standardized procedures. In these areas, Class E may begin at 700 feet Above Ground Level (AGL). Elsewhere, for en route functions, Class E begins at 1,200 feet AGL.

Simply put, the FAA doesn’t require controlled airspace to the same extent in all locations. When controlled airspace is not as crucial near the ground, Class G can extend higher. In fact, some remote locations allow for Class G up to 14,500 feet Mean Sea Level (MSL). 

Class G VFR Weather Minimums

Class G confusion often surrounds the minimum weather conditions established under the Visual Flight Rules (VFR). Uncontrolled airspace VFR minimums are outlined in 14 CFR 91.155, which clarifies how pilots should assess and respond to varying weather conditions. 

Weather minimums are primarily defined by visibility and cloud clearance. Flight visibility involves the average distance a pilot can see forward from the flight deck. The FAA defines this as the horizontal distance at which “prominent unlighted objects may be seen and identified by day and prominent lighted objects may be seen and identified by night.” Cloud clearance refers to the distance that aircraft are supposed to maintain from clouds.

These minimums can change according to altitude and based on the time of day. Generally speaking, required visibility increases alongside gains in altitude. For example, at 1,200 feet AGL or below, one mile of visibility is expected during the day and three miles at night.

Similarly, flying at a higher altitude generally requires greater cloud clearance. By day, aircraft must remain clear of clouds at 1,200 feet AGL or below. Above 1,200 feet AGL (and below 10,000 feet MSL), an expectation of 2,000 feet of horizontal clearance emerges, along with the need to remain 500 feet below clouds and 1,000 feet above clouds. 

More than 1,200 feet above the surface and at or above 10,000 feet MSL, visibility minimums increase due to an increase in aircraft airspeed and a reduction in closure rates. With more statute miles required, pilots are better able to see (and avoid) other aircraft. 

Things look a bit different for Class G airport traffic patterns at night. Under 14 CFR 91.155(b), these situations allow for one statute mile of visibility while remaining clear of clouds, as long as pilots remain within half a mile of the runway.  While this is legal, it is not best practice.

Class G vs. Class E Airspace

Depending on the circumstances, the same altitude AGL could be deemed Class E or Class G; it all depends on how that particular area is designated by the FAA. From the pilot’s perspective, Class E and Class G often appear similar.

Ultimately, it is regulatory treatment that determines whether Class E or G prevails. With Class E, aircraft operating under IFR must secure ATC clearance. Because these distinctions aren’t always immediately evident to the pilot, they must be memorized and carefully examined via sectional charts.

Working through case scenarios can make it easier to recall these differences as they relate to various real-world flight situations. This focused approach ultimately allows pilots to recognize shifting airspace conditions and respond appropriately. When in doubt, focus on these key distinctions:

• Class E below 10,000 feet MSL – Three statute miles of visibility, 500 feet below clouds, 1,000 feet above, and 2,000 feet horizontally, day or night.
• Class G, 1,200 feet AGL or less during the day – One statute mile of visibility and clear of clouds.
• Class G, above 1,200 feet AGL but below 10,000 feet MSL – One statute mile by day or three at night, with the same cloud clearances as Class E.

In general, Class E minimums are stricter below 10,000 feet MSL, while Class G daytime minimums can feel relaxed by comparison. While it can be easy to blur the lines between airspace classes, a core reality must always inform the Class G vs. Class E airspace discussion: same sky, same airplane, but different rules.

The Mistakes Pilots Make on the Knowledge Test

Class G causes confusion because it’s heavily influenced by factors such as altitude and time of day. Preparing for the FAA’s Knowledge Test means building a comprehensive understanding of airspace rules and VFR minimums, but it also helps to know where pilots tend to get tripped up and why. Common pitfalls include:

1. Misconceptions about “regardless of MSL altitude” designations. Pilots could read altitude according to the altimeter, but this isn’t relevant when Class G rules focus on AGL. Remember, the lowest Class G tier applies at 1,200 feet (or less) above the surface, and this is measured in AGL rather than MSL. In this situation, it’s best to focus on heights above the ground rather than worrying about altimeter readings. 
2. Assumptions about MSL and five miles of visibility. For the five statute mile rule to apply, two key conditions must be present: pilots must be over 1,200 feet above the ground and must also be at or above 10,000 feet MSL. The first requirement is easy to overlook, especially as associations between 10,000 feet and five miles are so resonant. 
3. Forgotten night visibility changes in statute miles. It is crucial to remember that Class G visibilities differ at night. Flight students tend to focus on daytime numbers, but exams could touch on nighttime scenarios. 
4. Misunderstandings about special VFR clearances. Because Class G is uncontrolled, special permissions from Air Traffic Control are generally not relevant in this airspace and, by extension, neither are special VFR clearances. Any question that references Class G in the context of special VFR is intentionally built on a false premise. In Class G, pilots stick to altitude-specific VFR minimums. 

Uncontrolled Does Not Mean Unregulated

The term “uncontrolled” may appear misleading, suggesting that pilots in these locations do not operate under strict rules or regulations. In reality, Class G still demands adherence to complex standards, not to mention strong situational awareness. 

The difference comes down to instructions from (or lack thereof) air traffic controllers. When these are not provided, the onus is on the pilot to follow established procedures and coordinate appropriately with other aircraft. 

This is where the Common Traffic Advisory Frequency (CTAF) comes into play. Heavily used at non-towered airports, CTAF allows pilots to share their positions and plans via self-announcing transmissions.

Frequencies should be carefully monitored to avoid interrupting other transmissions. Pilots must also follow standard traffic pattern procedures. This means following the left traffic rule when approaching to land, unless visual markings or chart guidance indicate the need for right traffic. 

Safe operations in Class G ultimately come down to see-and-avoid strategies. Pilots cannot assume their presence is understood, simply because they’ve communicated by radio. Visual scanning for traffic remains crucial for detecting (and avoiding) other aircraft. 

Build Aviation Confidence With MzeroA Courses

Preparing for the knowledge test and checkride demands far more than simply reciting VFR minimums. These must be correctly recalled and applied to specific scenarios under pressure. This is why it’s so important to understand the logic that underlies these rules.

The right courses can make all the difference, helping you feel confident and prepared as you take the next step in your aviation journey. 

At MzeroA, we are committed to making flight education accessible and enjoyable. We help future pilots prepare for challenging FAA exams with targeted courses that clarify complex rules and procedures. Our self-paced Private Pilot Course provides eight weeks of in-depth instruction, preparing you for your eventual transition from ground school to flight training.

If you prefer an accelerated pathway to aviation, look to our Sport Pilot Course for a helpful introduction to aerodynamics and aircraft systems. Otherwise, explore our Commercial Pilot Course and see what it takes to fly professionally. Request more information or sign up for our free one-week trial to see how our courses work.

Sources

https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap3_section_3.html

https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-v.html

http://www.faa.gov/hazmat/air_carriers/operations/part_91   

https://www.law.cornell.edu/cfr/text/14/91.155 

https://www.faa.gov/sites/faa.gov/files/91.155.pdf 

https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap4_section_3.html

http://www.flyingmag.com/how-to-conquer-the-faa-private-pilot-knowledge-test/ 

https://www.flyingmag.com/on-your-own-in-class-g

The post Class G Airspace Rules Explained: What to Know About Uncontrolled Airspace appeared first on MzeroA.

Lift, weight, thrust, and drag together are the four forces of flight that determine climb, descent, and level flight. These four forces were identified and defined by Sir George Cayley in 1799, long before the Wright brothers ever took flight, and all modern pilots need to understand how to strike that delicate balance among the forces. 

Aerodynamics for student pilots is more than just an exam requirement. Lift, weight, thrust, and drag provide a mental model for cockpit decisions, letting pilots fly confidently in any type of aircraft. Choosing a ground school that provides an advanced overview of the principles of flight can set you up for success throughout your entire aviation career.

What Are the Four Forces of Flight?

As listed in Chapter 5 of the Federal Aviation Administration (FAA) Pilot’s Handbook of Aeronautical Knowledge (PHAK), the four forces of flight are:

• Lift. Produced by the dynamic effect of the air acting on the airfoil, lift acts perpendicular to the flight path and the lateral axis. It opposes the downward force that weight has on the airplane.
• Weight. Due to the force of gravity, weight pulls the aircraft downward. The airplane’s weight includes its combined load of the aircraft, the crew, fuel, and any cargo or baggage on board.
• Thrust. Produced by the engine or propeller, thrust is a forward force that overcomes the force of drag. It acts parallel to the longitudinal axis, though there are some exceptions.
• Drag. Caused by the disruption of airflow by the wing, rotor, or fuselage, drag is a rearward force that counters thrust.

The four forces of flight act in two opposing pairs: lift opposes weight, and thrust opposes drag. Each force is a vector, with both magnitude and direction. When the forces are balanced, the aircraft is in steady, unaccelerated flight at a constant speed and direction. When they’re unbalanced, the aircraft accelerates, changing its speed, direction, or both, which is exactly what pilots do on purpose to climb, descend, turn, or change speed.

Lift: The Force That Holds You Up

Lift is an upward aerodynamic force produced by the airplane’s wings. It acts perpendicular to the relative wind. Bernoulli’s principle states that when air moves faster, it creates a lower pressure, while Newton’s third law notes that for every action there is an equal and opposite reaction. Both explanations of lift are correct and complementary, and student pilots usually study both during their training. 

The four factors that affect lift include:

• Angle of attack
• Airspeed
• Air density
• Wing area

Lift, however, varies with the square of airspeed and drops at high density altitude.

Weight: Gravity’s Constant Pull

Weight is the downward gravitational force that pulls toward the center of the Earth. In aviation, it is the sum of empty weight plus fuel, occupants, and cargo. Weight opposes lift and changes as fuel burns, which can shift the center of gravity during the flight. A strong understanding of weight is necessary for balanced flying, and pilots need to be aware that out-of-limits loading has a significant impact on stability and performance during both takeoff and landing.

Thrust: Moving Through the Air

Thrust is a forward force that results from the propulsion system, propeller, or engine, and it works to overcome drag. Thrust is explained by Newton’s third law: A propeller accelerates air rearward, while a jet engine expels exhaust rearward. This reaction pushes the aircraft forward.

This force, though, is actually pilot-controlled via throttle. Along with lift, it is one of the two forces the pilot actively manages while flying.

Drag: The Price of Moving and Lifting

Drag is the rearward force opposing thrust. There are two main types of drag that student pilots need to understand:

• Parasite drag. This is the resistance the aircraft experiences while moving through the air. The three types of parasite drag are form, skin friction, and interference. Parasite drag rises sharply as the airplane’s speed increases.
• Induced drag. This aerodynamic force is the byproduct of the wing producing lift. It’s an unavoidable force, but its greatest impact occurs at low airspeed and during high angle of attack.

Maintaining minimum total drag requires achieving the best lift-to-drag ratio.

How the Four Forces Balance in Each Phase of Flight

The level-flight relationship involves a balance among the four forces of flight. When lift equals weight and thrust equals drag, there is no net force. One of the most common misconceptions of flight is that an aircraft climbs because lift is greater than weight. In reality, the forces break into components when the flight path is not horizontal. A portion of thrust acts upward, and a portion of weight acts rearward. 

The key takeaway here is: Excess thrust sustainsthe climb, not extra lift. The rate of climb depends on excess power, and the angle of climb depends on excess thrust. During the descent or glide, a component of weight acts forward, serving as a substitute for the thrust. 

Your beginner’s guide to aeronautics will go over the principles of flight in detail, letting you develop an advanced understanding of how the four forces of flight work together to create a balanced flying experience.

Angle of Attack and the Stall

The angle of attack is the acute angle between the chord line and the relative wind, and it is the primary factor the pilot controls to achieve lift. Being aware of the critical angle of attack is essential, as aerodynamic stall will occur if the wing exceeds that angle. When the critical angle of attack is exceeded, airflow over the wing separates, lift drops sharply, and the wing stalls. The reality is, it’s possible to stall the wing at any airspeed, weight, or altitude. While it may be easy to assume that airspeed is the primary factor that leads to a stall, the fact is that a stall is all about the angle of attack.

Lack of awareness of the impact of angle of attack has been a driving force in many aviation accidents, which is why it is an essential part of aerodynamics lessons for student pilots.

Master the Four Forces of Flight at MzeroA Online Ground School

The four forces of flight appear on both the FAA private, sport, and commercial knowledge exams as well as on the checkride oral exam, so naturally, it’s important to have a solid understanding of them. However, explaining lift, weight, thrust, and drag just to pass the exam is not enough. Understanding the trade-offs between the forces builds a genuine feel for the airplane, allowing you to soar through the skies with confidence, no matter which aircraft you are flying.

MzeroA’s Private Pilot Course embeds aerodynamics for student pilots into its lessons, giving you a comprehensive understanding of the four forces of flight. Sport pilot students will also find that the Sport Pilot Course includes an introduction to aerodynamics lesson. 

When you master the four forces of flight, the rest of aerodynamics will follow. A good pilot is always learning. Enroll in an MzeroA pilot program today.

Sources

https://www.faa.gov/sites/faa.gov/files/07_phak_ch5_0.pdf 

https://www1.grc.nasa.gov/beginners-guide-to-aeronautics/four-forces-on-an-airplane

https://www1.grc.nasa.gov/beginners-guide-to-aeronautics/forces-in-a-climb

https://www1.grc.nasa.gov/beginners-guide-to-aeronautics/lift-to-drag-ratio

https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/phak

https://www.faa.gov/sites/faa.gov/files/2022-01/Angle%20of%20Attack%20Awareness.pdf

The post Four Forces of Flight Explained: Lift, Weight, Thrust, and Drag appeared first on MzeroA.

Now is an excellent time to consider entering this ever-evolving field, but the fastest-growing drone careers require the Federal Aviation Administration (FAA) Part 107 certificate. It’s the price of admission, but it’s a valuable investment. MzeroA has prepared more than 130,000 commercial drone pilots to successfully complete the FAA Part 107 certificate requirements. The remote pilot course positions them to navigate the path forward toward becoming a commercial drone pilot. 

Explore the five fastest-growing drone pilot jobs of 2026:

1. Drone Inspection Specialist

Drone inspection is a fast-growing area because it replaces dangerous manual inspection of towers, roofs, and power lines. With an FAA Part 107 certificate, you can pursue roles as a drone inspection specialist across multiple sectors, such as: 

• Roofing
• Utilities
• Telecommunications
• Solar
• Infrastructure 

Providing key deliverables like photos, videos, or thermal imagery, you can equip your clients with the data-based, visual knowledge needed to make informed decisions.

Drone pilots who work as inspection specialists sell more than footage alone. They help deliver valuable information and enable their clients to implement risk reduction strategies. As demand for this service expands, drone inspection specialists may find their salaries grow as well. Infrastructure inspection drone pilots tend to earn anywhere from $50,000 to $100,000, depending on their area of expertise. For instance, drone pilots who conduct oil and gas pipeline inspection may earn closer to $100,000 per year, as the job involves remote travel and strict adherence to safety regulations.

2. Drone Mapping and Surveying Specialist

Your drone can be transformed into a data collection tool, potentially opening the door to a career in drone mapping and surveying. Advanced software turns the images collected by drones into maps, 3D models, and measurements. Pilots in this area partner with clients in: 

• Construction
• Engineering
• Land development
• Mining
• Agriculture

The fastest-growing mission type for drone mapping and survey specialists is 3D capture for digital twins. Using real-time data, digital twins provide a virtual representation of an object while simultaneously enabling continuous monitoring. IMARC Group notes that the current market value for digital twins was $29.3 billion in 2025, but by 2034, it may climb as high as $223.6 billion.

LiDAR and photogrammetry skills command a salary of $95,000 per year and higher, according to job-board data compiled across ZipRecruiter, Indeed, and Glassdoor.

3. Construction Drone Pilot

Many of the most promising drone careers today involve contract work, requiring drone pilots to continuously network within their specialty area and local community to uncover potential clients. Construction, however, stands out as a field where drone pilots can enjoy continuous, recurring work — making it one of the most advantageous areas to explore. This industry ranks among the top-paying, high-demand sectors for drone pilots. 

Construction drone pilots are responsible for progress monitoring, site documentation, material tracking, and stockpile management. Clients usually need drone pilots to conduct these services on a weekly or monthly basis throughout the duration of the project, providing consistent and reliable work. There is a chance for repeat work, too, when the client moves on to the next build. 

4. Public Safety Drone Operator

There has been notable growth in the public safety sector, as drones are more frequently incorporated as part of first responder teams. Agencies becoming more dependent on drone pilots to enhance precision and efficiency within their operations include: 

• Police
• Fire
• Emergency management
• Search and rescue

Public safety drone pilots assist with multiple types of missions, such as missing persons cases, disaster response efforts, fire monitoring, and accident reconstruction. They can help improve real-time situational awareness without elevating the risk of danger for first responders who may be on the ground. Utilizing thermal cameras, first responders can see heat signatures even in difficult conditions, which allows them to safely locate people or navigate structures when there is minimal lighting.

Blending aviation, technology, and service, this position can be both personally and professionally rewarding. Compared to other drone pilot careers, this stands out because most agencies hire drone pilots directly for full-time positions.

5. Drone Program Manager and Business Owner

Building on practical knowledge and tactical experience, drone pilots can pursue an entrepreneurial pathway. A drone program manager and business owner combines all prior skills with a strong sense of business acumen to offer clients the targeted drone services they need. Success calls for: 

• Regulatory knowledge
• Safety expertise
• Pilot training
• Flight operations experience
• Data management skills

Depending on your interests and background, you can tailor your business accordingly and carve out a personalized path forward. For instance, there is demand for: 

• Inspection services
• Mapping
• Construction monitoring
• Marketing content
• Real estate media

In this career, your drone is the tool, but your expertise and background becomes the business. You add value by solving client problems and providing comprehensive drone services that improve overall outcomes.

What Drone Pilots Actually Earn

Drone pilot salary levels increase with experience and specialization. According to job-board data compiled across ZipRecruiter, Indeed, and Glassdoor, these are the general tiers you can expect:

• Entry-level drone careers – About $42,000 per year
• Experienced, full-time drone pilots – Between $57,000 to $95,000 per year
• Specialists in LiDAR, thermography, and beyond visual line of sight (BVLOS) – Between $100,000 and $130,000 or more per year

The Leading Drone Careers Begin With a Remote Pilot Certificate

Opportunities to earn income as a drone pilot exist across multiple realms, from technology and photography to public safety and entrepreneurship. To begin your professional drone pilot journey, you need to start with the FAA Part 107 certificate.

The RemotePilot101 course from MzeroA Online Ground School features comprehensive coverage of commercial drone flying, including key topics such as: 

• Industry regulations
• Airspace
• Weather
• Loading and performance
• Crew resource management
• Airport and field operations
• Radio frequencies
• Emergency procedures
• Real-world operations

The course culminates in preparation for the Part 107 Knowledge Exam, including an in-depth look at what you need to do after you pass. Through hands-on, scenario-based lessons, learners gain the practical skills and expertise necessary for real-world drone careers. In addition, exploring test-taking strategies helps you take the Part 107 exam with confidence.

Your drone can be more than a hobby; the first step is your certificate. Enroll in MzeroA’s RemotePilot101 course now.

Sources

https://www.ziprecruiter.com/Salaries/Drone-Pilot-Salary

https://www.glassdoor.com/Salaries/drone-pilot-salary-SRCH_KO0,11.htm

https://www.indeed.com/career/drone-pilot/salaries

https://www.imarcgroup.com/commercial-drones-market

https://dronebundle.com/blog/drone-pilot-salary

https://www.imarcgroup.com/digital-twin-market

https://www.ibm.com/think/topics/digital-twin

https://www.faa.gov/newsroom/BVLOS_NPRM_website_version.pdf

The post The 5 Fastest-Growing Drone Careers (That Are Hiring Now) appeared first on MzeroA.

Multi-engine training earns its reputation the moment one engine quits. That’s when the aerodynamics change completely, and pilots must understand that multi-engine aerodynamics are distinctly different from single-engine, as pilots must understand the unique relationship between uneven thrust and control. A very small margin exists, requiring pilots to master the engine-out procedures to maintain control at all times. 

Multi-engine flying is a high-stakes endeavor. The second engine ultimately works to improve the performance of the aircraft. But in the event of engine failure, twin-engine aerodynamics quickly shift.

OEI, or one engine inoperative flight training uniquely prepares pilots to navigate engine failure and become familiar with the aerodynamic changes that occur, enabling them to maintain composure and control during an emergency in the air. 

Why Two Engines Change Everything

Asymmetrical thrust is the biggest aerodynamic challenge of flying a multi-engine aircraft. Commonly referred to as the P-factor, asymmetrical thrust occurs when one engine on a twin loses power. In the case of an engine failure, the operating engine will immediately yaw toward the failed engine, giving pilots a split-second moment to maintain control of the aircraft.

To effectively do this, multi-engine pilots must have an extensive understanding of the balanced and unbalanced aerodynamic forces at play. At the exact moment the engine fails, the yaw and roll toward the failed engine will begin. Recognizing this, pilots must immediately begin engine-out procedures to maintain directional control.

The zero sideslip technique is commonly used to reduce drag and increase performance in an engine failure. By combining yaw from the rudder with the horizontal component of lift that results from bank with the ailerons, pilots can achieve zero sideslip along with steady climb performance.

As the Federal Aviation Administration (FAA) notes, when a multi-engine aircraft experiences 50% power loss, it immediately loses about 80% of climb performance. Failure-based multi-engine training is critical to preparing pilots for engine-out scenarios in which every moment matters. 

The Critical Engine

The critical engine is considered the engine that would have the most detrimental impact on the performance and directional control of the aircraft in the event of an engine failure. On conventional twin-engine aircraft, both propellers turn clockwise, making the left engine the critical engine.

You can remember the left engine as the critical engine using the acronym PAST:

• P-factor
• Accelerated slipstream
• Spiraling slipstream
• Torque

P-factor, or asymmetrical thrust, occurs at the time of engine failure. When the engine loses power, the blade on the right side of the aircraft produces more thrust, causing the plane to yaw and roll toward the failed engine. The severity of the P-factor will depend on the moment arm, or the distance between the center of gravity and the rudder, which balances the aerodynamic force. 

During aviation training, a V_MC demonstration may be used to help pilots better understand how an aircraft behaves amid an engine failure. A V_MC demonstration is a mandatory component of your multi-engine checkride. Keep in mind that counter-rotating engine trainers do not have a critical engine, but there is still a V_MC demonstration included as part of the multi-engine checkride.

Vmc Explained: The Red Line You Respect

On most airspeed indicators, V_MC is represented with the red line, and it’s vital to pay attention to it. V_MC refers to the minimum control speed with the critical engine out and the other at takeoff power. It is the calibrated airspeed at which it is possible to maintain directional control of the aircraft after a sudden loss of thrust.

You must take notice of the V_MC because, in the event an engine loses power, dipping below the V_MC impedes the ability to counteract the yawing and rolling of the plane toward the inoperative engine. V_MC addresses directional control only, not the climb of the aircraft.

Factors that can influence V_MC include:

• Power
• Weight
• Bank angle
• Density altitude
• Configuration

During your V_MC demo, remember that the published V_MC is the worst-case scenario. Moving your center of gravity forward will decrease actual V_MC and lend you greater ability to maintain directional control.

One nuance to bear in mind is that the density altitude for normally aspirated engines may impact the V_MC, and a stall-yaw danger exists where V_MC meets stall speed.

Single-Engine Performance and the Blue Line

The performance and control of a multi-engine aircraft depends on both the minimum control speed and the best rate of climb speed.

In the event of engine failure, single-engine performance relies primarily on the single-engine best rate of climb speed (VYse), indicated by the blue line on the airspeed indicator. It’s important to pay attention to it because it indicates the optimum performance of the aircraft. On a warm day, the VYse may be limited or even negative.

During your multi engine training, you will learn drag reduction techniques to improve operational performance in the case of single-engine failure. To reduce drag, retract the landing gear and the flaps, then begin feathering propeller techniques to eliminate the windmilling propeller effect.

Drag and Feathering

When an engine fails, the propellers will continue to rotate due to airflow, but this effect (known as windmilling propellers) creates substantial drag. Essentially, windmilling propellers act as a speed brake, which is not what you want when you have just lost power in an engine.

To counteract the windmilling effect, you should rely on feathering propeller techniques. Through feathering, you can align blades edge-on to cut drag, but you need to direct feathering toward the correct engine. 

Throughout your multi-engine training, you will learn to rely on the “identify, verify, feather, secure” mantra, which serves as a valuable guide in the event of an engine failure: 

1. Always identify the problematic engine first. 
2. Pull the throttle to verify that you have properly identified the dead engine. 
3. Start feathering to achieve stability once again. 
4. Finally, secure the aircraft and attempt to land safely.

It may be an emergency scenario, but using the slow-and-deliberate principle is crucial. Be focused and intentional, and act with precision to maintain control. This is why an organized cockpit and access to checklists are essential.

Stability and Directional Control

Rudder authority is the limiting aerodynamic factor that will decay as airspeed decreases, and as airspeed continues to drop, the rudder will no longer be able to counteract the yawing toward the dead engine. To maintain directional control in an engine-out scenario, pilots rely on a two-degree bank toward the operational engine. This creates a zero-sideslip condition that counteracts the asymmetrical thrust.

Elevate Your Flight Training With MzeroA’s Commercial Pilot Course

Twin-engine flying involves an understanding of multi-engine aerodynamics and engine-out procedures; the two are essentially one interconnected system that activates when an engine quits. A solid foundation of advanced aerodynamics, performance, and emergency procedures lets pilots move confidently into high-performance, high-stakes flying.

The MzeroA Commercial Pilot Course features in-depth lessons and scenario-based exercises to prepare pilots in their advanced training. Providing training based on emergency scenarios, this course develops a pilot’s understanding of complex aerodynamics, aircraft performance, and maneuvering techniques.

Learn the principles now, and fly with confidence toward the next level of your aviation career. Enroll in MzeroA’s Commercial Pilot Course today.

Sources

https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/airplane_handbook

https://www.aopa.org/training-and-safety/learn-to-fly/flying-for-a-career/multiengine-training

https://www.aopa.org/news-and-media/all-news/1998/december/flight-training-magazine/replace-multiengine-myths-with-reality

https://www.pilotscafe.com/glossary/asymmetric-thrust-also-known-as-p-factor

https://www.flyingmag.com/multi-engine-aerodynamics

https://www.faa.gov/sites/faa.gov/files/regulations_policies/handbooks_manuals/aviation/airplane_handbook/14_afh_ch13.pdf 

https://thebackseatpilot.com/pages/criticalengine

https://www.faa.gov/sites/faa.gov/files/regulations_policies/handbooks_manuals/aviation/airplane_handbook/14_afh_ch13.pdf 

https://www.aopa.org/news-and-media/all-news/2018/december/flight-training-magazine/technique-directional-control

https://www.faa.gov/sites/faa.gov/files/09_amtp_ch7.pdf 

https://www.aopa.org/news-and-media/all-news/2020/may/flight-training-magazine/remaking-multiengine-training

The post Understanding Multi-Engine Aerodynamics & Engine Failures appeared first on MzeroA.

This guide explores 10 proven, real-world income streams that you can earn with your drone.

First, a Word on Getting Legal

You know you want to make money with a drone, but starting your drone business involves more than purchasing equipment and securing clients. Under the FAA Part 107 rule, you must earn a certificate to fly your drone for compensation or to use your drone for professional endeavors.

To be eligible for an FAA Part 107 certificate, you must:

• Be 16 years old or older
• Pass the aeronautical knowledge test
• Apply for Part 107 Certificate through IACRA
• Undergo Transportation Security Administration screening
• Register your drone and pay a $5 registration fee

Even when you have earned your remote pilot certificate, there are limits that you have to abide by:

• You cannot fly your drone higher than 400 feet above ground level.
• Your drone should stay within your visual line of sight.

Commercial drone pilots can request Part 107 waivers if they need to deviate from certain standard Part 107 requirements. Waivers must be requested in advance and will be issued by the FAA.

It’s the Part 107 certificate that separates professional drone pilots from hobbyists who just like to fly their unmanned aircraft for enjoyment. To access the ever-growing drone pilot career pathways, you will need this powerful credential.

1. Drone Inspection Specialist

Drone inspection is a fast-growing field because it replaces dangerous manual inspection of towers, roofs, and power lines. With an FAA Part 107 certificate, you can pursue roles as a drone inspection specialist across multiple sectors, such as the roofing, utilities, telecommunications, solar, or infrastructure industries. Providing key deliverables, such as photos, videos, or thermal imagery, you can equip your clients with the data-based, visual knowledge needed to make informed decisions.

Drone pilots who work as inspection specialists sell more than footage alone. They are delivering valuable information and enabling their clients to implement risk reduction strategies. As demand for this service continues to climb, drone inspection specialists are finding that their salaries are growing as well. At this time, the average drone inspection specialist can earn anywhere from $80,000 to $100,000 annually.

2. Real Estate and Airbnb Marketing

Drone real estate photography is the most common entry point to drone pilot careers. Increasingly, homebuyers and prospective renters not only want interior photographs of a home, but they also want aerial images to gain additional context and insight into the property before they decide to move forward.

Real estate agents are becoming more aware of the fact that aerial content is tied to stronger listing performance, as these images help to generate more interest among the most motivated buyers. Once you have your commercial drone pilot certificate, you can begin reaching out to local real estate agents and property managers to connect with them and sell your services.

3. Sell Stock Footage

Every flight you take (even the ones you are embarking on just for fun) can be an opportunity to create valuable content. Begin building a portfolio of stock footage with your drone by focusing on licensable subjects, such as:

• Urban skylines
• Natural landscapes
• Generic infrastructure

You may be able to post these images on stock platforms, where interested clients can purchase the rights to use them. Strategic placement and the use of metadata are usually necessary for success. This can become a side hustle that lets you build income over time. It’s not an overnight niche that you are going to break into and immediately begin generating significant income.

4. Roof Inspections

Roof inspections are a fast-growing application in commercial drone operations. Prior to the advent of drone technology, inspectors were forced to climb a ladder and navigate roofs to inspect them thoroughly, putting themselves at high risk of injury. Now, drone pilots can use their equipment to conduct extensive inspections and capture images that can offer insight into the roof’s integrity. It improves safety, saves time, and yields reviewable high-resolution imagery, making drone roof inspections far preferable to the manual alternative.

While demand for this service is growing everywhere, there’s been a substantial spike in severe weather regions where post-storm damage is common.

5. Construction Progress Monitoring

Construction firms operating under tight timelines and narrow budgets are finding themselves in need of a bird’s-eye view to keep an eye on their projects. In construction progress monitoring drone jobs, pilots can provide:

• Refined progress updates
• Stockpile monitoring services
• Aerial photography and maps
• Stage documentation

This career path provides a recurring revenue advantage, letting you forge lasting partnerships with local clients. It’s an ideal option for pilots looking for a stable, secure income stream.

6. Event Photography and Videography

From large-scale weddings to community festivals, aerial footage can showcase the sheer breadth and depth of events. Drone event photography provides added production value over ground cameras alone, but there are additional FAA regulations you may have to keep in mind. Under Part 107 rules, the FAA has regulations for operations over people, temporary flight restrictions, and controlled airspace.

Professionals in this arena need to fly safely and legally, not just impressively.

7. Mapping and Surveying

Drone mapping and surveying have enabled data collection that has revolutionized many industries, as it yields detailed maps, 3D models, and expert measurements. Drone pilots who specialize in mapping and surveying work closely with surveyors, engineers, farmers, and developers. It’s a niche that involves extra training, but it’s among the highest-value pathways.

8. Agriculture and Crop Monitoring

Farmers are becoming more dependent on drones to make smarter crop decisions. Agriculture drone photography can help with field monitoring, stress identification, irrigation tracking, and collecting crop health data. By contracting with drone pilots, farmers no longer have to walk fields on their own gathering data manually. Pilots can provide them with the actionable insights they need within minutes, making this an incredibly valuable service.

9. Public Safety and Emergency Response

Fire departments, law enforcement agencies, and search-and-rescue organizations are all relying on drones to improve operations. Drone pilots can provide public safety professionals with real-time views, helping them locate missing people, improve disaster monitoring, and increase situational awareness. This does involve specialized training, and this path differs because most pilots are employed by the agency itself rather than working as a contractor.

10. Tourism and Travel Content

Combining a sense of wanderlust with a passion for aerial photography, drone pilots can carve out a career in travel and tourism. Clients may include tourism boards, hotels, or local attractions, with drone pilots producing footage for destination videos, hotel advertisements, or tourism social media content. This path lets you work in scenic locations where one strong reel can define an entire brand.

Honorable Mention: Start Your Own Drone Business

Keep in mind that the drone is the tool, not the business itself, but this was certainly worth an honorable mention. Successful drone businesses solve problems, such as providing farmers with agricultural mapping that better identifies stress or offering aerial footage of events for wedding photographers whose clients want impressive footage.

To make money with a drone, you need to find your niche, build relationships, create a portfolio, and deliver consistent value.

Take the Next Step Toward Becoming a Commercial Drone Pilot

Drone photography often comes to mind as the first professional opportunity for drone pilots, but this industry is rapidly growing. With drone career opportunities in real estate, marketing, inspections, travel, construction, mapping, agriculture, and public safety, it’s easy to align your passion for drone photography with a field that interests you. 

When you are building your drone business, start by creating a portfolio. Then you can expand your network in the local area and continue investing in professional development, letting you take your drone flight skills to new heights. 

If you want to make money with a drone, the FAA Part 107 certificate is the starting point. MzeroA’s Remote Pilot 101 course relies on hands-on, scenario-based lessons to help you gain a complete understanding of airspace, weather, industry regulations, and safety procedures, ultimately preparing you to pass the FAA Part 107 exam with confidence.

Request more information, and discover how MzeroA Online Ground School can prepare you to fly drones commercially with confidence.

Sources

https://www.faa.gov/newsroom/small-unmanned-aircraft-systems-uas-regulations-part-107

https://www.ecfr.gov/current/title-14/chapter-I/subchapter-F/part-107#se14.2.107_151

https://faadronezone-access.faa.gov/#

https://dronebundle.com/blog/drone-pilot-salary

https://www.faa.gov/uas/commercial_operators/part_107_waivers

https://www.faa.gov/uas/commercial_operators/operations_over_people

The post 10 Ways to Make Money With Your Drone appeared first on MzeroA.

This guide explores what changes, what stays the same, and what you need to understand before you move from single-engine to multi-engine aircraft.

What the Transition Actually Means

One of the common misconceptions about the single- to multi-engine rating transition is that many pilots think they have to earn a new certificate to fly a twin-engine aircraft. In reality, multi-engine is simply a new class rating that expands your credentials on your existing pilot certificate, letting you build on foundational knowledge and develop the advanced skills needed for more complex flying.

When you have already earned a single-engine pilot certificate, the natural progression in your professional flying career is to add the Airplane Multi-Engine Land (AMEL) rating. Earning the AMEL rating involves both ground and flight training, an oral exam, and a practical multi-engine checkride.

As you advance your pilot training and work toward your multi-engine rating, you’ll find that the fundamentals stay the same. What changes is the complexity and pace, as you adjust to a greater climb and performance while navigating two-engine systems.

The Biggest Difference Is Asymmetrical Thrust

The most significant difference in piloting a single-engine vs. a twin-engine aircraft is asymmetrical thrust. Asymmetrical thrust occurs when the aircraft is flying at a high angle and using high engine power, resulting in a yaw and roll toward the dead engine. In a single-engine failure, you will simply continue to glide. However, in a twin-engine failure, one engine will keep running, which is when asymmetrical thrust comes into play.

As you progress through your commercial pilot training and work toward a multi-engine rating, directional control should be your top priority. In the event you experience an engine failure in a multi-engine aircraft, you will need to be able to effectively use the rudder to counteract asymmetrical thrust and drag.

The Critical Engine Explained

When piloting a multi-engine aircraft, not every engine failure is equal. The critical engine in a multi-engine aircraft is defined as the engine whose failure will have the most detrimental impact on overall directional control and performance. On conventional clockwise-rotating twin aircraft, the left engine is typically the critical engine.

To determine the critical engine in the plane you are piloting, you can rely on P-factor, Accelerated Slipstream, Spiraling Slipstream, and Torque, commonly referred to as PAST. P-factor is an aerodynamic phenomenon that occurs when the descending blade of the propeller produces more thrust than the ascending blade, placing the right engine’s thrust farther from the centerline. This creates a larger yawing moment when the left engine fails. 

While conventional twins have a critical engine (usually the left engine), innovative designs have eliminated this risk. Counter-rotating propellers rely on opposing rotation, ultimately creating a symmetrical thrust. This is a common multi-engine checkride topic, so it’s important for those in flight school to be familiar with the differences between conventional twin-engine aircraft and those with counter-rotating propellers.

More Airplane, More to Manage

The bottom line is twins carry more systems and therefore involve a higher workload. When you are flying a multi-engine aircraft, you will need to use feathering techniques to adjust constant-speed propellers, hold the speed steady, and reduce overall drag. Throughout training, you will also learn to manage retractable landing gear, improve fuel management using multiple tanks, crossfeed, and boost pumps, and monitor the engine and electrical systems, all while flying at higher speeds.

Faster airplanes mean faster decisions, making checklist flows and cockpit organization essential to flying multi-engine aircraft.

Twin-Engine Performance Myths

Two engines do not necessarily mean double the performance. While performance improves overall, it does not double due to increased drag and added weight on the aircraft. Also, losing one engine can cost as much as 80% of climb performance, and some light twins cannot climb at all when heavy, hot, or high. 

When a multi-engine airplane can no longer maintain a 50-fpm rate of climb, it reaches the single-engine service ceiling. Many pilots who are new to multi-engine flying are surprised to find that light twins have a notably low single-engine service ceiling, as that ceiling is significantly impacted by weight, weather, and density altitude.

To evaluate the performance of your twin aircraft, you need to monitor the governing airspeeds:

• VYSE (blue line), best rate of climb single-engine
• VMC (red line), Minimum Control Speed

Both numbers need to be monitored and respected on every takeoff to safely fly a multi-engine aircraft.

Training Is Built Around Emergencies

Aviation education blends coursework with scenario-based learning, preparing pilots to take control and confidently maneuver a variety of aircraft. Rather than focusing on building the fundamentals, multi-engine training centers on engine-out procedures, so pilots know how to handle aircraft in an emergency.

Pilots enrolled in multi-engine training will learn the “identify, verify, feather, secure” mantra, which can be repeated and followed in the event of an engine failure. It refers to:

• Identify the problematic engine. (Remember: dead foot, dead engine.)
• Verify you have identified the dead engine correctly by pulling back on the throttle to see if anything happens.
• Feather to get back to stability during the flight. This is particularly important to prevent a windmilling propeller, which is an incredibly dangerous phenomenon that can create a substantial drag on the aircraft.
• Secure the aircraft and keep the remaining engine working until you can safely land at the nearest suitable airport.

If you are operating a multi-engine aircraft with only one working engine, zero side-slip is the technique to use to maximize single-engine performance. 

Multi-engine rating training is uniquely designed to prepare pilots for emergency scenarios. Throughout flight school, you will explore the importance of checklist discipline, cockpit organization, and staying calm and methodical through repetition, ensuring you feel confident and ready for your checkride.

Why Pilots Pursue a Multi-Engine Rating

The multi-engine rating is the natural next step for pilots who want to fly professionally, as it lets them fly faster aircraft and gain advanced skills. This training improves capability, performance, confidence, precision, and systems knowledge, and it’s essential for career pilots, since airlines, charter, and corporate operations fly twin-engine aircraft. 

As an added bonus, there is no separate knowledge test or published minimum hours for the multi-engine rating. Pilots train to proficiency, and when they pass a practical test, they are rated to fly twins.

Learn to Pilot a Multi-Engine Aircraft With MzeroA Online Ground School

A strong foundation in advanced systems, aerodynamics, and performance will support your transition to twin-engine flying. MzeroA’s Commercial Pilot Course lets you build that knowledge base, providing a clear blueprint for Airmen Certification Standards (ACS). Designed specifically for those interested in flight training that prepares them to fly professionally, this course provides both in-depth lessons and scenario-based exercises to build the knowledge, judgment, and skill set employers seek.

Multi-engine flying rewards preparation. Begin your transition with valuable aviation training, and enroll in MzeroA’s Commercial Pilot Course today.

Sources

https://www.faa.gov/sites/faa.gov/files/regulations_policies/handbooks_manuals/aviation/airplane_handbook/14_afh_ch13.pdf 

https://www.aopa.org/training-and-safety/learn-to-fly/flying-for-a-career/multiengine-training

https://www.ecfr.gov/current/title-14/chapter-I/subchapter-D/part-61/subpart-B/section-61.63 

https://www.pilotscafe.com/glossary/asymmetric-thrust-also-known-as-p-factor

https://thebackseatpilot.com/pages/criticalengine

https://www.aopa.org/news-and-media/all-news/2020/may/flight-training-magazine/remaking-multiengine-training

https://www.faasafety.gov/files/notices/2015/Nov/FAA_P-8740-66.pdf

The post Single Engine to Multi-Engine Transition: What Every Pilot Needs to Know appeared first on MzeroA.

You’re on location, and the drone is unpacked. It’s golden hour for about ten more minutes. Then somebody asks the question that stops you cold. Can we film here?

Most pilots reach for an airspace app. Right instinct, but it only gives half of the answer. “Can I fly here?” and “Can I film here?” sit in two separate rulebooks. 

The Federal Aviation Administration (FAA) writes the first, but not the second. Knowing where you may film is where even careful, certificated pilots get caught out.

Key Takeaways

You likely wonder: Where can you film with a drone legally? There are plenty of places as long as you follow the rules for each type of land.

• Most Bureau of Land Management (BLM) and National Forest land is open to recreational flying. There’s one hard exception: nothing launches, lands, or operates in designated wilderness, according to BLM guidelines. 
• Commercial shoots usually need permits, be sure to check. 
• State and municipal park rules vary,  check the specific park.
• Drone filming on private property comes down to aerial photography permissions. You need the owner’s consent, plus keeping the camera off private spaces.

Where filming isn’t allowed:

• Drone filming in national parks is the hard no. Launching and landing are prohibited across the system, per the National Park Service (NPS).
• Tribal parks are separate jurisdictions, often stricter. Navajo Nation Parks & Recreation bans drones at every Navajo Tribal Park, including Monument Valley. They will confiscate any aircraft caught flying there.
• All the usual rules apply, everywhere: 400 feet Above Ground Level (AGL), visual line of sight, a B4UFLY airspace check, a LAANC authorization in controlled airspace, and either Part 107 with a remote pilot certificate or TRUST for recreational flying, according to FAA rules.

The FAA Governs the Airspace, Not the Ground

Let’s start with what the FAA actually controls. By statute, the federal government holds exclusive sovereignty over U.S. airspace, and citizens have a public right of transit through the navigable airspace, according to 49 U.S. Code § 40103.

That right has limits, though. In United States v. Causby (1946), the Supreme Court held that a landowner must have exclusive control of the immediate reaches of the atmosphere above the property. Low flights into that zone can invade the land. Nobody owns the sky outright, but the bottom slice is contested ground, according to Justia.

The flying rules are simple: 

• Stay at or below 400 feet above ground level, unless you’re within 400 feet of a structure, following 14 CFR § 107.51. But remember, recreational pilots flying under TRUST may not fly higher than 400 feet even in this situation. 
• Keep the aircraft in unaided visual line of sight the whole flight, per 14 CFR § 107.31. 
• Register anything 0.55 pounds or heavier, as required by the FAA. 
• In controlled airspace under 400 feet, get authorization first. LAANC returns most in near-real time, or file through FAADroneZone 60 days out if the field isn’t LAANC-enabled, according to the FAA. 

Purpose decides the rulebook. Footage that furthers a business fall under Part 107, while purely recreational flying relies on the narrow exception at 49 U.S.C. § 44809, which still requires TRUST. LAANC clears airspace and nothing else. Though NOTAMs and weather stay on you. And none of it says anything about whether you may point a camera at what’s below.

Private Property: Legal to Fly Over, Risky to Film Over

Here’s where the two rulebooks come apart. The FAA doesn’t prohibit overflight of private property. Clear the airspace, hold your altitude, and the flight is legal. 

What Causby left open is the bottom of that column. Drop low enough into the immediate reaches of someone’s land, and you’re no longer passing through. That’s what modern drone trespass claims are built on.

Then the camera changes things. Laws vary by state, so check the regulations wherever you plan to fly. For example, Florida’s statute bars recording privately owned property or its occupants with a drone camera without written consent. It’s considered a violation of a reasonable expectation of privacy. It presumes that expectation whenever someone isn’t visible from ground level but is visible from the air, per Fla. Stat. § 934.50.

Our best practical takeaway is to get written permission before flying over private property and keep private spaces out of frame while filming.

State Privacy Laws: The Rules the FAA Never Wrote

There’s no single federal drone privacy law. Instead, we have around two dozen states each with their own laws. That makes drone privacy laws something you need to check for your specific location rather than something you learn once.

Three states worth knowing to give you a sense of how they vary:

• California Civil Code § 1708.8 covers entering the airspace above someone’s land without permission to capture private or familial activity. Treble damages, a $5,000 – $50,000 fine, and disgorgement of commercial earnings. 
• Florida’s § 934.50 is criminal, not just civil: a knowing violation is a first-degree misdemeanor and distributing the footage a third-degree felony. 
• Texas Government Code Chapter 423 restricts capturing images of private property by drone, but was struck down in part on First Amendment grounds, then reinstated by the Fifth Circuit in 2023, per Haynes Boone.

Voyeurism, stalking, and harassment statutes reach drone footage, too. Legal airspace does not equal legal footage. Always check the state regulations before you film.

National Parks: The Ban That Surprises Everyone

Every pilot has the same shot in their head: the rim at sunrise, the canyon opening as you push over the edge. You can’t take it. The National Park Service prohibits launching, landing, or operating unmanned aircraft in the parks they manage.

The reasoning is the potential impact, including disruption to wildlife and visitors. Getting caught means a fine, confiscation, or both.

The National Park Service drone ban isn’t absolute, but the exceptions aren’t for casual filming. NPS itself flies drones for emergencies, wildland fire, and scientific monitoring. Outside requests go through research permits, formal agreements, or a special use permit, under NPS Reference Manual 60, Chapter 12.

One point of confusion: the FILM Act, enacted in January 2025 under the EXPLORE Act, lets crews of eight or fewer take photos or record in parks without a commercial permit as long as they meet specific criteria, per NPS. It didn’t touch the drone ban. It’s easier paperwork for the ground crew, but the same answer for your aircraft.

The workaround is boundaries. Adjacent National Forest or BLM land is often open, per the U.S. Forest Service. Be aware that tribal land is a separate jurisdiction entirely. Check with the individual tribal government. 

Putting It Together: A Pre-Flight Filming Check

When figuring out where you can film, look at airspace first, because it has a clear answer. Then look at filming permission since it varies so much by the state or jurisdiction.

Consider all five items on this pre-filming checklist, and you will likely know whether it’s safe to film:

1. Is the airspace controlled? File LAANC, or FAADroneZone 60 days out. Check TFRs separately since your authorization doesn’t cover them.
2. Look into the land status. Identify the managing agency. NPS units, designated wilderness, and tribal parks all require you to stop and get special authorization first.
3. For private property, get written consent.
4. Be sure to look up privacy laws, especially the state statutes. Assume it’s stricter than you’d guess.
5. If the footage serves a business, you’re operating under Part 107 with a certificate and registered aircraft.

Learn the Rules Behind the Certificate

Plenty of pilots memorize one number and call it knowledge. For example, they stick to the four hundred feet, and off they go until they get caught. Pilots who understand the rules know that FAA drone regulations and drone filming laws are separate systems governing the same flight. They know which one they’re clearing at any moment. Like any skill, it’s one you can learn.

MzeroA’s Remote Pilot Course covers airspace, regulations, and real-world operations, along with Part 107 commercial filming rules and exam prep. 

Get certificated, then learn the rules sitting on top of it. Next time someone on set asks, you’ll have an answer instead of a guess. Use the link below to request more information about the Remote Pilot Course.

Sources

https://www.faa.gov/uas/getting_started/laanc

https://www.faa.gov/uas/commercial_operators/part_107_airspace_authorizations

https://www.nps.gov/subjects/sound/uas.htm

https://www.blm.gov/sites/default/files/docs/2023-12/Drone%20Fact%20Sheet%20Final.pdf

https://www.law.cornell.edu/uscode/text/49/40103

https://supreme.justia.com/cases/federal/us/328/256

https://www.law.cornell.edu/cfr/text/14/107.51

https://www.law.cornell.edu/cfr/text/14/107.31

https://www.faa.gov/uas/getting_started/register_drone

https://www.leg.state.fl.us/statutes/index.cfm?App_mode=Display_Statute&URL=0900-0999/0934/Sections/0934.50.html

https://law.justia.com/codes/california/code-civ/division-3/part-3/section-1708-8

https://www.haynesboone.com/news/publications/fifth-circuit-reverses-ruling-on-texas-drone-law

https://www.nps.gov/subjects/aviation/upload/RM60_Chapter-12_Uncrewed-Aircraft-Systems-508-signed.pdf

https://www.nps.gov/aboutus/news/film-and-photo-permits.htm

https://www.fs.usda.gov/visit/know-before-you-go/recreational-drone-tips

The post Can We Film Here? What Drone Pilots Need to Know appeared first on MzeroA.

What Is NEXRAD Weather Radar?

NEXRAD, or Next Generation Radar, is a nationwide network of Doppler radars jointly supported by the National Weather Service, FAA, and Department of Defense. The technical radar system is known as WSR-88D, and the network currently includes about 160 systems. The FAA describes NEXRAD as a system used to detect and distribute routine and hazardous weather information, while NOAA explains how the network detects precipitation and wind.

For pilots, aviation weather radar data commonly appears as a mosaic combining returns from multiple radar sites. Pilots can see that information through avionics, electronic flight bags, or other cockpit displays.

One delivery method is FIS-B weather. The FAA’s ADS-B In guidance explains that FIS-B broadcasts weather products free over the Automatic Dependent Surveillance-Broadcast (ADS-B) UAT link. Subscription satellite weather services provide another datalink weather option.

Understanding NEXRAD Colors and Intensity

Radar reflectivity is measured in dBZ, and stronger returns normally indicate more intense precipitation. With a usual cockpit composite reflectivity display, colors progress as intensity increases. Pilots can verify the information with a provided legend.

For a general overview, the arrangement usually works like this:

• Green – Light precipitation that still deserves monitoring
• Yellow – Moderate precipitation and a reason to increase attention
• Red – Heavy precipitation associated with conditions that call for significant separation
• Magenta – Extreme reflectivity that may be associated with severe convection or hail

Color represents precipitation intensity instead of a direct measurement of turbulence. That distinction is important to note with weather radar for pilots, since dangerous turbulence often goes beyond the visible precipitation return.

The Most Important NEXRAD Limitation: It Is Not Real-Time

The most significant of the NEXRAD limitations is also the easiest to underestimate. Cockpit imagery shows where the weather was, rather than exactly where it is now. That delay can make for big issues if it’s not accounted for.

The age indicator is part of that issue. According to NTSB Safety Alert SA-017, the displayed age refers to the mosaic created by the provider instead of the age of every radar observation inside it. Radar sites first scan conditions, then collect the data and build it into a mosaic before transmitting it to the cockpit.

That NEXRAD latency can be significant. The NTSB warns that, in extreme scenarios, the oldest data can be anywhere from 15 to 20 minutes older than the indicated mosaic age. It also specifically cautions pilots against assuming a standard five-minute delay.

That’s why ADS-B weather and other cockpit NEXRAD products work best for strategic decisions in place of close-range navigation around cells.

Using NEXRAD for Flight Planning

Preflight is when NEXRAD becomes especially useful. At that time, pilots use the larger weather picture to:

• Review conditions along the planned route.
• Identify convective areas or developing storm lines.
• Think about potential reroutes or alternate airports for your flight.
• Compare successive images to understand weather trends.

The goal isn’t just to plan a route, but to be confident in a go/no-go, delay, or reroute decision before there is pressure later in the flight.

Using NEXRAD In Flight

In flight, NEXRAD introduces an extra layer of cockpit weather radar awareness, particularly when pilots treat each update as part of a more extensive picture.

Best practices for using NEXRAD include:

• Keeping wide margins from intense or extreme returns. The FAA Aeronautical Information Manual recommends avoiding a severe thunderstorm or one producing an intense radar echo by at least 20 miles.
• Watching the direction and growth of weather across successive updates.
• Cross-checking NEXRAD with ATC information, onboard radar when available, and the view outside.
• Treat apparent gaps between strong cells conservatively, as movement and latency can misrepresent what exists ahead.

NEXRAD and onboard weather radar serve different purposes, which is also important to note. Using NEXRAD provides pilots with a regional image, while onboard radar provides more immediate information about precipitation ahead of the aircraft. Used together, they support making better thunderstorm avoidance decisions.

Common NEXRAD Mistakes Pilots Make

Most NEXRAD errors come back to one problem: treating a time-delayed image as though it accurately represents the current weather conditions. Common mistakes include:

• Flying closer to a cell because its displayed position appears clear of the route.
• Assuming the age indicator represents the newest underlying radar scan.
• Treating NEXRAD as live weather.
• Depending on cockpit weather without cross-checking other available information.

The NTSB’s warning grew out of accident investigations where the difference between displayed age and actual conditions became necessary.

Best Practices for Safe NEXRAD Use

When learning how to use NEXRAD, the safest approach is to think farther ahead than the airplane’s immediate path.

Pilots should:

• Plan to use NEXRAD as a tool for situational awareness and route planning.
• Maintain generous margins around convective weather to avoid trouble on a planned route.
• Combine datalink information with other weather sources for a fuller picture of the atmosphere.
• Choose a diversion or delay of the flight when conditions are questionable.

Cockpit weather supplements a complete preflight weather briefing rather than replacing it, a point the NTSB emphasizes directly in SA-017.

Why NEXRAD Matters

NEXRAD weather radar gives pilots a chance to have better situational awareness before takeoff and throughout a flight. It supports better route planning, earlier hazard recognition, and stronger go/no-go decisions — it supports a safer flight overall.

Its value grows when pilots understand what the radar means. Respecting latency, and remembering the strategic not tactical principle, makes this a powerful decision-making tool.

Learn How to Make Better Weather Decisions With MzeroA

Weather judgment develops through training, and MzeroA’s Private Pilot Course contains dedicated Weather and Textual Weather lessons as part of its ground school curriculum. The course uses MzeroA’s Aviation Mastery Method, which underscores understanding material in a way that applies to real-world flying.

Prospective and current pilots interested in NEXRAD, weather interpretation, building safer routes, and flight planning can consider the Private Pilot Course or get in touch at support@mzeroa.com with questions.

A good pilot is always learning.

Sources

https://www.faa.gov/air_traffic/weather/nexrad

https://www.ntsb.gov/Advocacy/safety-alerts/Documents/SA-017.pdf

https://www.faa.gov/air_traffic/technology/adsb/pilot

https://www.ncei.noaa.gov/products/radar/next-generation-weather-radar

https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap7_section_1.html

https://www.aopa.org/news-and-media/all-news/2012/june/25/ntsb-warns-of-in-cockpit-weather-delays

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