Part 107 Remote ID Study Guide

Remote Identification is ACS Area I, Task F — folded into Regulations’ 48% share of the current FAA Part 107 knowledge test (UAG_Information_Bulletin.pdf, p. 4; uas_acs.pdf, p. 7). This guide also covers night operations, which has no ACS task of its own — it’s a cross-cut drawn from across Regulations, Airspace, and Operations — but shares Remote ID’s equipment theme closely enough to belong here. Both are governed by 14 CFR part 89 (Remote ID) and part 107 § 107.29 (night).

When Remote ID applies

Except as otherwise authorized, after September 16, 2023, no person may operate an unmanned aircraft within U.S. airspace unless the operation meets one of two standards: a standard remote identification unmanned aircraft (§ 89.110), or an alternative means under § 89.115 — a broadcast module or an FRIA (14-cfr-89.txt, §§ 89.105, 89.110, 89.115).

Standard remote identification aircraft

From takeoff to shutdown, the aircraft must broadcast the message elements of § 89.305: its identity (a serial number or session ID), the control station’s latitude/longitude and geometric altitude, the aircraft’s own latitude/longitude and geometric altitude, velocity, a UTC time mark, and emergency status (14-cfr-89.txt, § 89.305). Performance standards back these up: position accurate within 100 ft. of true position (95% probability), control-station altitude within 15 ft., aircraft altitude within 150 ft., broadcast latency under 1.0 second, and a minimum broadcast rate of 1 message per second (14-cfr-89.txt, § 89.310(h)). The aircraft can’t take off unless it’s already broadcasting, and if it stops broadcasting mid-flight, the person manipulating the controls must land as soon as practicable (14-cfr-89.txt, § 89.110(a)).

Remote ID broadcast modules

A broadcast module (meeting § 89.320) broadcasts the message elements of § 89.315 directly from the aircraft itself — not from a control station. Because of that, it reports the take-off location’s latitude, longitude, and geometric altitude instead of a live control-station position (14-cfr-89.txt, § 89.315). That substitution carries a real operating consequence: since the module never reports where the pilot is standing, § 89.115(a)(2)(ii) requires the person manipulating the controls to keep the aircraft within visual line of sight at all times throughout the flight (14-cfr-89.txt, § 89.115(a)(2)(ii)). As with standard RID aircraft, losing the broadcast mid-flight means landing as soon as practicable (14-cfr-89.txt, § 89.115(a)(4)).

A broadcast module’s serial number can be listed on only one aircraft’s Certificate of Aircraft Registration at a time. Moving the module to a different aircraft means moving its serial number on the registration too, before the next flight (AC_107-2A.pdf, § 5.17.1, p. 5-14).

FAA-Recognized Identification Areas (FRIAs)

Inside the boundaries of an FRIA, a person may operate with no remote identification equipment at all — provided the person manipulating the controls can still see the aircraft at all times (14-cfr-89.txt, § 89.115(b)). Only two kinds of applicant can request an FRIA: a community-based organization recognized by the Administrator, or an educational institution, including primary/secondary schools, trade schools, colleges, and universities (14-cfr-89.txt, § 89.205). An approved FRIA runs for 48 calendar months; renewal must be requested at least 120 days before expiration, or the FAA may deny it (14-cfr-89.txt, § 89.225).

Other part 89 rules worth knowing

• The Administrator may authorize operation without remote identification only for aeronautical research or to show compliance with regulations (14-cfr-89.txt, § 89.120).
• ADS-B Out equipment cannot be used to satisfy any remote identification requirement (14-cfr-89.txt, § 89.125).
• A foreign-registered civil unmanned aircraft must submit a notice of identification before operating in the U.S.; the FAA then issues a Confirmation of Identification, which the operator must keep at the control station and produce on request (14-cfr-89.txt, § 89.130).
• Both a standard RID aircraft’s and a broadcast module’s compliance label must be in English, legible, prominent, and permanently affixed (14-cfr-89.txt, § 89.525).

Night operations

“Night” is the time between the end of evening civil twilight and the beginning of morning civil twilight, as published in the Air Almanac. Except in Alaska (where the Air Almanac’s own definition applies), civil twilight is sunset until 30 minutes after sunset in the evening, and 30 minutes before sunrise until sunrise in the morning (14-cfr-107.txt, § 107.29(c); AC_107-2A.pdf, § 5.7, p. 5-4).

Under § 107.29, night operations require two things, and only two: the remote PIC must have completed an initial knowledge test or recurrent training updated to cover night operations (which includes night physiology and night visual illusions — see the Operations guide for both), and the aircraft must have lighted anti-collision lighting visible for at least 3 statute miles, with a flash rate sufficient to avoid a collision (14-cfr-107.txt, § 107.29(a); AC_107-2A.pdf, § 5.7.2, p. 5-4). That same lighting requirement also applies during civil twilight, not just full night (14-cfr-107.txt, § 107.29(b)).

A remote pilot may rely on a manufacturer’s statement that the lighting is visible for 3 sm, but ultimately remains responsible for verifying it’s operational, visible that far, and flashing fast enough (AC_107-2A.pdf, § 5.7.2, p. 5-4). The PIC may reduce the lighting’s intensity when it’s in the interest of safety — for example, if a bright light close to the pilot is impairing their own ability to observe the aircraft’s location and attitude — but may never extinguish it entirely (14-cfr-107.txt, § 107.29(a)(2); AC_107-2A.pdf, § 5.7.2.2, p. 5-5). Daytime operations have no anti-collision lighting requirement at all — lighting isn’t generally effective for collision avoidance in daylight — though a pilot may still choose to run it (AC_107-2A.pdf, § 5.7.2.2, p. 5-5).

The categories and restrictions for operating over people don’t change for night: the test methods, analyses, and inspections that qualify an aircraft are time-of-day neutral (AC_107-2A.pdf, § 8.14, p. 8-36) — see the full category breakdown in the Operations Over People guide. And a preflight checklist item ties directly back to this section: confirming the anti-collision light functions, specifically “if operating during civil twilight and night” (AC_107-2A.pdf, § 7.3.4, item 18, p. 7-3).

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Drill this material with Remote ID practice questions or the Night Operations drill, or go deeper on the operations side with the Operations guide.

Frequently asked questions

What are the three ways to comply with Remote ID?

Operate a standard remote identification aircraft that broadcasts its own position and the control station's (§ 89.110); equip a broadcast module and keep the aircraft within visual line of sight (§ 89.115(a)); or fly with no RID equipment at all inside an FAA-Recognized Identification Area, FRIA (§ 89.115(b)).

Drill Remote ID questions →

Can ADS-B Out satisfy the Remote ID requirement?

No. 14 CFR § 89.125 states plainly that ADS-B Out equipment cannot be used to comply with part 89's remote identification requirements.

Look up ADS-B in the glossary →

What counts as civil twilight for part 107 night-lighting purposes?

Outside Alaska, 30 minutes before official sunrise until sunrise, and official sunset until 30 minutes after sunset (14-cfr-107.txt, § 107.29(c)). Alaska uses the Air Almanac's own definition.

Practice night-operations questions →

Can a remote pilot turn off anti-collision lighting at night?

No — the PIC may reduce its intensity when it's in the interest of safety, but may never extinguish it entirely (14-cfr-107.txt, § 107.29(a)(2)).

Practice night-operations questions →

What is Remote ID, and does my drone need it?

Remote ID is a drone's digital "license plate" — a broadcast of its identity and location in flight. Since September 16, 2023, almost every drone that must be registered needs it, met either by flying a standard Remote ID aircraft, adding a broadcast module, or flying only inside an FAA-Recognized Identification Area (14-cfr-89.txt, §§ 89.105, 89.110, 89.115).

See the drone registration requirement →