The practical test is completed using a detailed written "plan of action" as described in the appropriate Practical Test Standards (PTS). This plan of action will include all required Tasks in each Area of Operation and should not differ significantly from the process followed by the instructor and the applicant in preparing for the practical test.

The student and instructor need to work with the local airport personnel. Light gun signals are available for aircraft that do not have radios or in case of a radio failure. With prior permission, a deaf pilot can communicate with the tower by the use of the light gun signals.

An aircraft without radio communications remains out of the airport area and observes the traffic landing and departing. Additionally, the pilot looks for the wind sock or segmented circle, where available, to determine wind direction or direction of landing. The pilot enters the traffic pattern as recommended in the Aeronautical Information Manual and by regulation (14 CFR part 91, subpart B).

The Direct User Access Terminal System (DUATS) is available at most general aviation airports or on personal computers to provide weather information to pilots. A deaf pilot can also use a Relay Service to access a Flight Service Station briefer at 1-800-WXBRIEF (1-800- 992-7433).

Public safety must fully comply with Part 107 or their COA (if operating as a public aircraft) just like any other (civilian) Part 107 operator, and BVLOS is not permitted for routine operations without a waiver for Part 107 operations and a specific provision in a COA (see waiver safety explanation guidelines for Part 107.31 waivers).  BVLOS remains a significant challenge given the state of technology in the industry, and is usually only granted in temporary, emergency situations.  If you encounter a situation where you must go BVLOS in an actual emergency, follow the Special Governmental Interest process to obtain a temporary, emergency waiver to 107.31 if flying under Part 107, or a temporary, emergency amendment to your existing COA if flying as a public aircraft.

Still can't find what you are looking for? Please feel free to contact the UAS Support Center for general questions and comments.

Part 107 is a performance based rule. It is the responsibility of the waiver applicant to measure their operation's risk, and the FAA evaluates the applications information, to ensure the level of risk is acceptable.

Still can't find what you are looking for? Please feel free to contact the UAS Support Center for general questions and comments.

In our letters denying airmen medical certification, we inform applicants that they have the right to appeal. An applicant whose medical certification is denied by an AME may request reconsideration of the decision by the Manager, FAA Aerospace Medical Certification Division (AMCD) or an FAA Regional Flight Surgeon (RFS). If the AME simply defers issuance of a certificate, the AMCD or the RFS, as appropriate, automatically will review the application and inform the applicant of the decision.

If the AMCD or the RFS deny an applicant based on a medical condition that is specifically disqualifying as set forth under Part 67, the denial is final and may be appealed to the National Transportation Safety Board (NTSB). If the AMCD or the RFS deny an applicant based on a medical condition that is not specifically disqualifying then the applicant may appeal to the Federal Air Surgeon (FAS). An unfavorable decision by the FAS may be appealed to the NTSB.

As appropriate, an Administrative Law Judge (ALJ) will schedule and conduct a hearing on the question of the applicant's eligibility for certification. If the ALJ's decision is unacceptable to the applicant or the FAA, the matter may be appealed to the full board. If the full board affirms the denial of certification, the applicant may seek review by a U.S. Court of Appeals. From an adverse decision by a Court of Appeals, the applicant may ask for review by the U.S. Supreme Court.

The FAA's primary mission is to provide the safest, most efficient aerospace system in the world. National Environmental Policy Act (NEPA) compliance and other environmental responsibilities are integral components of that mission. The FAA is responsible for complying with the procedures and policies of NEPA and other environmental laws, regulations, and orders applicable to FAA actions.

Under NEPA, federal agencies are required to disclose to decision-makers and the interested public a clear and accurate description of the potential environmental impacts that could arise from proposed federal actions. In the agency’s decision-making process, the FAA must consider and disclose the potential impacts of a proposed action and its alternatives on the quality of the human environment.

In meeting its NEPA obligations, the FAA should seek to achieve the policy objectives of 40 CFR § 1500.2 to the fullest extent possible. Once the FAA determines that NEPA applies to a proposed action, it needs to decide on the appropriate level of review. The three levels of NEPA review are Categorical Exclusion (CATEX), Environmental Assessment (EA), and Environmental Impact Statement (EIS). Specifically, each level of NEPA review considers the potential effects of the proposed action on the environmental resource categories identified in FAA Order 1050.1F. The FAA uses the corresponding thresholds that serve as specific indicators of significant impact for some environmental impact categories.

Environmental Study Process

Consideration of a Proposed Action under the National Environmental Policy Act (NEPA)

NEPA requires that the FAA evaluate the environmental and related social and economic effects of a proposed action.

Preliminary Technical Review

FAA conducts an internal technical review before deciding to consider moving forward with an environmental review.

Preliminary Environmental Review

FAA conducts an internal environmental review to evaluate any potential environmental concerns.

Internal Review and choice of appropriate level of NEPA review

Internal analysis such as the noise screening reports as well as input from the public are used to assist the FAA in determining the appropriate level of NEPA review to conduct.

The FAA models aircraft noise by using sophisticated computer models to predict the levels of aircraft noise exposure produced over a geographic area. Noise models are used to efficiently and accurately evaluate aircraft noise including assessing the potential noise impacts resulting from changes in aircraft operations.

The Aviation Environmental Design Tool (AEDT) is the FAA's required noise and environmental modeling application for all U.S. domestic regulatory analyses requiring FAA review. AEDT incorporates an extensive aircraft performance database as well as detailed aircraft noise and emissions information to accurately conduct environmental analysis around airports and the surrounding airspace.

The FAA regulates the maximum noise level that an individual civilian aircraft can emit through requiring aircraft to meet noise certification standards.

For transport category aircraft and helicopters, these standards designate changes in maximum noise level requirements by "stage" designation.

The U.S. noise standards are defined in the Code of Federal Regulations (CFR) Title 14 Part 36 - Noise Standards: Aircraft Type and Airworthiness Certification (14 CFR Part 36). Please visit the Aircraft Noise Levels & Stages page to learn more.

The Air Traffic Organization (ATO) first considers for selection the qualified candidates who applied to a vacancy announcement for experienced candidates who are eligible for preferential consideration under 49 U.S.C. § 44506(f)(1)(A). These candidates must meet all qualifications, requirements, and successfully  pass medical and security requirements. The ATO will then select from applicants referred for entry level positions, which will be from two pools of candidates as defined under 49 U.S.C. § 44506(f)(1)(B).  Candidates must meet all qualification, pre-employment testing, eligibility, and maximum age limitation requirements that apply, which may vary by pool or the applicant's previous ATC experience.  Candidates selected who successfully pass medical and security requirements are then assigned to the FAA Academy for initial ATC training.

Federal agencies are public agencies and operate as such under the same rules of those of a city, county, state or tribal agency.

Still can't find what you are looking for? Please feel free to contact the UAS Support Center for general questions and comments.

Flying for recreational purposes means flying only for fun. Flying for work, payment, or as part of any business (even if not being paid) is not considered recreational flying.

Still can't find what you are looking for? Please feel free to contact the UAS Support Center for general questions and comments.

A public aircraft operator (PAO) gets its flight operations authorized with a Certificate of Waiver of Authorization (COA).  A COA has specific conditions and limitations based on the authority the operator requests, i.e., night flying.  A PAO conducts its flight operations under Part 91. The information you need to provide would be similar.

Still can't find what you are looking for? Please feel free to contact the UAS Support Center for general questions and comments.

An RTT was formed in 2015, comprised of FAA and NASA UAS experts to jointly develop and enable a UTM ecosystem to provide management services to support sUAS or drone operations. The UPP is a joint effort between the Concepts & Use Cases and the Data Exchange & Information Architecture RTT working groups to identify the initial set of industry and FAA capabilities required to support UTM operations. The UPP will provide an understanding of the level of investment required for implementation as well as guide the regulations and policies governing UTM operations. Learn more: FAA and NASA UTM RTT Plan.

Still can't find what you are looking for? Please feel free to contact the UAS Support Center for general questions and comments.

The UTM is a traffic management ecosystem for uncontrolled operations that is separate but complementary to the FAA's Air Traffic Management (ATM) system.

The UPP is a project that will demonstrate UTM capabilities currently in the research and development phase and will serve as the basis for initial deployment of UTM capabilities.

Still can't find what you are looking for? Please feel free to contact the UAS Support Center for general questions and comments.

On September 17, 2019, the FAA issued an RFI seeking to work with stakeholders on the administration of a new aeronautical knowledge test for recreational flyers. A cohort of twelve entities was selected to make recommendations to the FAA on the safety test administration requirements. While the FAA’s decision to seek test administrators is based, in part, on the input provided by this cohort, this current announcement for test administrators is not connected to this RFI. The cohort did not develop the test or test questions. Entities that participated in the cohort, who now wish to become test administrators, must apply. 

Still can't find what you are looking for? Please feel free to contact the UAS Support Center for general questions and comments.

Once we receive Form 8060-56, it usually takes 4-6 weeks for you to receive your replacement copy of your written knowledge test results.   

If you need additional information, please email our Airmen Certification Branch at 9-amc-afs760-airmen@faa.gov.

Once we receive Form 8060-56, it usually takes 4-6 weeks for you to receive your replacement copy of your written knowledge test results.   

If you need additional information, please email our Airmen Certification Branch at 9-amc-afs760-airmen@faa.gov.

Once we receive Form 8060-56, it usually takes 4-6 weeks for you to receive your replacement copy of your written knowledge test results.   

If you need additional information, please email our Airmen Certification Branch at 9-amc-afs760-airmen@faa.gov.