Free Drone Pilot Exam Practice Test

Answer: B. 122 m (400 ft) above ground level

Under CARs 901.25, the limit is 400 ft (122 m) above ground level (AGL) unless an SFOC-RPAS allows more. The limit is measured from the ground below the drone, not from sea level, so '122 m above sea level' is wrong. Over high terrain, that height could even be below ground level.

Check it: CARs 901.25

Answer: B. No more than 30 m (100 ft) above the building

When the aircraft is less than 200 ft (61 m) horizontally from a building or structure, CARs 901.25 sets the limit at 100 ft (30 m) above that building or structure. The 61 m figure is the horizontal distance that triggers the rule, not the height limit, which is why '61 m above the building' is a common mistake.

Check it: CARs 901.25

Answer: C. More than 5.6 km (3 NM)

Basic operations must stay more than 3 NM (5.6 km) from the centre of a certified airport, and Transport Canada applies the same distance to military aerodromes. The 1.9 km (1 NM) distance is for heliports, not airports.

Check it: CARs 901.47; TC Basic operations page

Answer: C. 30 m

CARs 901.26 requires small RPAs flown in VLOS to stay at least 30 m (100 ft) horizontally, at any altitude, from anyone who is not part of the operation, unless the flight is an Advanced operation. 5 m is the inner limit for Advanced 'near people' flights with a suitably declared drone, so it does not apply to a Basic pilot.

Check it: CARs 901.26; TC Basic operations page

Answer: B. An Advanced certificate and a drone whose manufacturer safety declaration covers operations near people

Flying closer than 30 m but at least 5 m from bystanders is an Advanced operation. You need an Advanced certificate and a drone whose RPAS safety assurance declaration covers that kind of operation. An Advanced certificate alone is not enough, because the drone itself must be declared for flight near people.

Check it: CARs 901.62 and 901.69; TC Advanced operations page

Answer: B. An Advanced certificate, a drone declared for controlled-airspace operations and an RPAS flight authorization from NAV CANADA

CARs 901.14 does not allow flight in controlled airspace unless the requirements of 901.71(1) are met. That means an Advanced operation with an authorization from the air traffic services provider, which is NAV CANADA (through NAV Drone) for civil airspace. The drone must also have the right safety declaration. Calling the tower after take-off is not enough, because you must have the authorization before the flight.

Check it: CARs 901.14 and 901.71

Answer: C. You may not act as pilot until you meet a recency requirement, for example by completing the TC self-paced study program

The certificate does not expire, but CARs 901.56 requires Basic, Advanced and Level 1 Complex pilots to have met a recency requirement within the previous 24 months. You can meet it by getting a certificate, passing an exam or completing recurrent training such as a TCCA-endorsed seminar or the self-paced study program. You do not need a new certificate, so the first option is wrong.

Check it: CARs 901.56; TC recency self-paced study program

Answer: B. It is Class F restricted airspace, so you may enter only with permission from the user agency

CYR is Class F special-use restricted airspace, and you need permission from the user agency (or as set out in the Designated Airspace Handbook) to fly there. Class F advisory airspace is marked CYA, which is why 'advisory' is the tempting wrong answer. Restricted areas such as CYR need permission no matter how low you fly.

Check it: CARs 601.04; Designated Airspace Handbook

Answer: B. Unaided visual contact with the aircraft that is good enough to control it, know where it is and scan the airspace for traffic and hazards

CARs 900.01 defines VLOS as unaided visual contact that is good enough to control the aircraft, know where it is and scan the airspace for other traffic and hazards. CARs 901.11 requires the pilot or a visual observer to keep VLOS unless another rule allows otherwise. An FPV video feed is not unaided visual contact, and it cannot be used to scan the surrounding airspace.

Check it: CARs 900.01 and 901.11

Answer: B. It is a medium RPA, so it cannot be flown as a Basic operation

A small RPA has an operating weight of at least 250 g and no more than 25 kg. Since November 4, 2025, drones over 25 kg and up to 150 kg are 'medium' and can be flown only under Advanced or Level 1 Complex rules, with an RPAS safety assurance declaration. They are not banned, so the third option is wrong.

Check it: CARs 900.01; TC 2025 summary of changes

Answer: C. Stop operations until you have analyzed the cause and taken corrective action, and keep a record of that analysis

A loss of control or fly-away is one of the events listed in CARs 901.49(1). You must stop operating right away and not resume until you have analyzed the cause and taken corrective action. You must also keep a record of the analysis and show it to the Minister if asked. An injury is not needed to trigger this rule, which is why 'nobody was hurt' is wrong.

Check it: CARs 901.49

Answer: B. Give way to the glider

CARs 901.17 says the pilot of an RPA must always give way to power-driven heavier-than-air aircraft, airships, gliders and balloons. The right-of-way order between crewed aircraft does not give a drone priority over a glider. CARs 901.18 also says you must not fly so close to another aircraft that there is a risk of collision.

Check it: CARs 901.17 and 901.18

Answer: B. Do not fly with this setup until you have reliable, timely communication with the observer

CARs 901.20 prohibits operating with visual observers unless communication between the pilot and each observer is reliable and timely for the whole flight. Hand signals over 400 m would not be reliable, so the first option is wrong. Staying lower does not fix the communication problem either.

Check it: CARs 901.20

Answer: A. NOTAMs

NOTAMs (Notices to Airmen) give time-sensitive information such as temporary restrictions, airspace changes and aerodrome closures. Check them as part of pre-flight planning, along with the Canada Flight Supplement and charts. A METAR is a weather observation and says nothing about airspace restrictions.

Check it: TC AIM RPA section; TP 15263 flight operations

Answer: C. 08:00 Saturday

CARs 901.19 does not allow anyone to act as a crew member within 12 hours of having an alcoholic drink, or while under the influence of alcohol. Twelve hours after 20:00 is 08:00 Saturday, and only if the person is no longer impaired. 02:00 is only 6 hours later, which is the kind of shorter wait people often assume.

Check it: CARs 901.19

Answer: C. Do not act as pilot while a drug is impairing your faculties in a way that endangers safety

CARs 901.19 does not allow anyone to act as a crew member while using a drug that impairs their faculties to the point that aviation safety or the safety of anyone is endangered. The same rule also covers fatigue. Whether the drug is legal does not matter, and having a visual observer does not make up for an impaired pilot.

Check it: CARs 901.19

Answer: B. Invulnerability, and the antidote is 'It could happen to me'

Thinking that accidents only happen to other people is the invulnerability attitude, and its antidote is 'It could happen to me.' Macho is about showing off or proving yourself, which is a different motive from feeling immune to accidents. Human factors and pilot decision-making are a TP 15263 knowledge area.

Check it: TP 15263, Section 3 Human factors

Answer: A. Romeo Papa Alfa

In the ICAO phonetic alphabet used in Canadian aviation, R is Romeo, P is Papa and A is Alfa. 'Roger' and 'Peter' come from older or non-aviation alphabets and are not standard phraseology. 'Roger' also has its own meaning on the radio ('I have received all of your last transmission').

Check it: TC AIM COM section (phonetic alphabet); TP 15263 radiotelephony

Answer: B. 121.5 MHz

121.5 MHz is the international aeronautical emergency frequency. 126.7 MHz is used in Canada for en-route traffic reports in uncontrolled airspace, not for emergencies.

Check it: TC AIM COM section; TP 15263 radiotelephony

Answer: A. The Canada Flight Supplement (CFS)

The Canada Flight Supplement lists each registered aerodrome's communication frequencies, including the MF or ATF, plus its runways and procedures. Frequencies are also shown on VNC and VTA charts. A METAR reports observed weather and does not list frequencies.

Check it: Canada Flight Supplement; TP 15263 radiotelephony

Answer: B. From 270° true at 15 knots, gusting 25 knots

In a METAR, '27015G25KT' means the wind is coming from 270° true at 15 knots, with gusts to 25 knots. METAR wind directions are given in degrees true and show where the wind comes from, not where it is going. Speeds are in knots, not km/h. Gusts that strong can easily be more than a small drone's wind limits.

Check it: TC AIM MET section (METAR); TP 15263 meteorology

Answer: B. Fog or low cloud, because the air is almost saturated

With only a 1°C gap between temperature and dewpoint and calm wind, the air is close to saturated, so fog or low cloud is likely. That can quickly cut visibility and make it hard to keep VLOS. If the values were below zero, the METAR would show an 'M' for minus, as in 'M02'.

Check it: TP 15263 meteorology; TC AIM MET section

Answer: B. Temporary changes expected now and then between 1400Z and 1800Z

TEMPO means the listed conditions are expected to come and go for short periods during that time window (here 1400Z to 1800Z), not to last the whole time. A lasting change is shown with BECMG or FM, and probabilities are shown with PROB30 or PROB40. Showers with a broken ceiling at 1,500 ft are worth planning around.

Check it: TC AIM MET section (TAF); TP 15263 meteorology

Answer: C. 3.7 km

One nautical mile is 1.852 km, so 2 NM is about 3.7 km. 3.2 km is about 2 statute miles, which is a common mix-up. The same conversion explains the Basic-operations distances: 3 NM is about 5.6 km and 1 NM is about 1.9 km.

Check it: TP 15263 navigation; CARs 901.47

Answer: B. VTA at 1:250,000

VFR Terminal Area (VTA) charts are 1:250,000 and show the airspace around busy terminal areas in more detail. VFR Navigation Charts (VNC) are 1:500,000 and cover larger areas with less detail. That is why 'VNC at 1:250,000' is close but wrong.

Check it: TC AIM MAP section; TP 15263 navigation

Answer: C. 105° magnetic

To go from true to magnetic, add westerly variation and subtract easterly variation ('west is best, east is least'). 090° + 15° = 105° magnetic. 075° is what you get if you subtract by mistake, as you would with easterly variation.

Check it: TP 15263 navigation

Answer: B. By changing the speed of the clockwise and counter-clockwise rotor pairs, so the uneven torque turns the airframe

On a quadcopter, two rotors spin clockwise and two spin counter-clockwise, so their torques usually cancel out. Speeding up one pair and slowing the other makes the torque uneven, and the airframe yaws. Speeding up all four rotors together increases thrust (to climb) but does not cause yaw.

Check it: TP 15263 theory of flight

Answer: B. Worse, because the high density altitude means less lift and thrust per rotor turn

Heat, high elevation and humidity all lower air density, which raises density altitude. Rotors and propellers then make less thrust and wings make less lift, so the motors work harder and battery endurance drops. Humid air is actually less dense than dry air, so the last option is wrong.

Check it: TP 15263 theory of flight and meteorology

Answer: B. Cold reduces the battery's capacity and voltage under load, so flight time may be much shorter and the voltage can drop suddenly

In the cold, LiPo batteries have less usable capacity, and their voltage drops more under load. This can cut flight time sharply or cause a sudden low-voltage landing. Keep batteries warm before launch and plan for bigger reserves. Cold does not make a battery more powerful.

Check it: TP 15263 RPAS airframes, power plants and systems

Answer: B. Set the RTH altitude above the tallest obstacle on the return path and check the home point before take-off

A straight-line RTH at 20 m would fly into 35 m trees. Set the RTH altitude above the obstacles on the return path, staying within the 122 m AGL limit, and confirm the home point is recorded. You cannot count on obstacle sensing in every condition. 150 m AGL would break the CARs 901.25 altitude limit.

Check it: TP 15263 RPAS systems; CARs 901.25