The FAA knowledge test is a computer-based written exam required before any FAA practical test (checkride). Whether you're pursuing a Private Pilot certificate, a Part 107 Remote Pilot certificate for commercial drone operations, an Instrument Rating, a Commercial Pilot certificate, or an Airline Transport Pilot (ATP) certificate, you must pass the corresponding FAA knowledge exam first. This page gives you a free printable FAA practice test PDF you can study offline — plus a full breakdown of what each knowledge test covers. Practice with the free FAA practice test on PracticeTestGeeks (30 questions with answer explanations).
FAA knowledge tests are administered at CATS and PSI approved testing centers across the United States. You do not need an appointment weeks in advance, but you do need an instructor endorsement (or completion of an approved ground school course) before you can schedule most knowledge tests. The passing score is 70% across all FAA knowledge exams, though many pilot training programs recommend scoring above 80% before attempting the practical test.
Downloading and printing this FAA practice test PDF lets you study anywhere — on a flight, during breaks, or away from screens. Use it alongside the FAA's official Airman Certification Standards and the Pilot's Handbook of Aeronautical Knowledge for best results.
Interactive FAA resources on PracticeTestGeeks, free to start:
The Private Pilot knowledge test (test code PAR) covers eight primary subject areas drawn directly from FAA Advisory Circular 61-65 and the Airman Certification Standards. Understanding each area in depth is the difference between a borderline pass and a confident, comfortable score.
Regulations (14 CFR Parts 61 and 91) make up a significant portion of the exam. Expect questions on pilot certification requirements, medical certificate categories, currency requirements for carrying passengers at night, right-of-way rules, fuel requirements for VFR flight, and aircraft airworthiness maintenance requirements. These are often straightforward if you've studied the actual regulatory text — but they trip up candidates who rely only on summaries.
Aerodynamics and aircraft systems cover how lift, drag, thrust, and weight interact, what causes a stall, how to recover, and the behavior of aircraft in various flight regimes. Questions about load factor during steep turns, density altitude effects on performance, and carburetor icing are perennial favorites on the PAR exam.
Weather is heavily tested. You'll need to understand METARs, TAFs, PIREPs, winds-aloft forecasts, SIGMETs, AIRMETs, and how to obtain a standard weather briefing. Beyond reading reports, the test also covers weather phenomena: thunderstorm development and avoidance, wind shear, mountain wave turbulence, frost on aircraft surfaces, and fog formation types.
Navigation questions involve sectional chart interpretation, VOR radials, dead reckoning, pilotage, and basic flight planning. You must be able to identify airspace boundaries, read magnetic variation, compute true course and heading corrections for wind, and calculate estimated time en route and fuel burn.
Airspace questions cover Class A through G airspace requirements — entry requirements, equipment requirements, speed limits, and cloud clearance/visibility minimums. Temporary Flight Restrictions, Military Operation Areas, and Special Use Airspace are also commonly tested.
The Part 107 Remote Pilot Certificate knowledge test (test code UAG) is required for anyone flying drones commercially in the United States — for real estate photography, film production, surveying, agriculture, inspections, or any other business purpose. The exam covers 60 questions across five major subject areas.
Airspace classification and operating requirements dominate the UAG exam. You must know which airspace classes require LAANC authorization or a formal FAA waiver, what ceiling and visibility minimums apply to remote pilot operations, and how to use the FAA's B4UFLY app and the UAS Facility Map. Operations in Class B, C, D, and E airspace near airports require authorization — understanding how to get that authorization and what it means operationally is critical.
Weather and its effects on small unmanned aircraft include density altitude effects on battery life and lift, wind effects on drone controllability, how to read a METAR for drone operations, and what atmospheric conditions create hazardous flying environments for small UAS.
Emergency procedures cover what to do when you lose visual line of sight, how to handle flyaway situations, when and how to notify ATC in an emergency, and accident reporting requirements under Part 107.
Crew resource management for Part 107 addresses the roles of remote pilot in command (RPIC), visual observers (VO), and how to conduct a preflight briefing. Even solo operators need to understand task allocation and situational awareness principles.
Loading and performance questions apply basic weight-and-balance and performance principles to small UAS — understanding payload limits, how wind affects hover time, and why altitude matters for rotor efficiency.
The Instrument Rating Written Exam (IRA) is significantly more technical than the PAR. It assumes Private Pilot-level knowledge and builds on it with IFR-specific regulations, instrument approach procedures, departure procedures, en route chart reading, holding patterns, weather minimums for IFR flight, and alternates requirements. The IRA exam is 60 questions with a 2.5-hour time limit.
The Commercial Pilot exam (CAX) is 100 questions covering advanced aerodynamics, complex aircraft systems, commercial flight operations regulations, and multi-engine aerodynamics (if pursuing a multi-engine commercial). CAX candidates are expected to understand night vision, physiological factors in flight, and the regulatory requirements specific to commercial operations under Part 119 and Part 135.
All FAA knowledge tests are taken on computer at CATS (Computer Assisted Testing Service) or PSI testing centers. You receive your score immediately after finishing. If you pass, you receive a test report that you present to a Designated Pilot Examiner (DPE) when scheduling your checkride. The score is valid for 24 months from the test date — you must complete your practical test within that window.
If you fail, there is no mandatory waiting period beyond scheduling availability, but you must get another instructor endorsement before retesting. Most testing centers charge between $150 and $175 per attempt.
Ready to take full-length practice tests online? Try our free FAA practice tests with instant scoring and detailed answer explanations for every question.
Try these questions from our free FAA practice tests. The correct answer and an explanation follow each question.
When using a ground test signal approved by the FAA, what is the maximum bearing error (+ or -) permitted for an operational VOR equipment check?
Answer: C. 4°.
According to FAA regulations (14 CFR Part 91.171), when performing a VOR operational check using an FAA-approved ground test signal, the maximum permissible bearing error is plus or minus 4°. This standard ensures that the VOR receiver is providing sufficiently accurate navigation information for safe flight operations.
Which practical test should be made on the electric gyro instruments prior to starting an engine?
Answer: B. Turn on the electrical power and listen for any unusual or irregular mechanical noise
Before engine start, when electrical power is applied, pilots should listen carefully to the electric gyro instruments, such as the attitude indicator and heading indicator. Any unusual or irregular mechanical noise, like grinding or whining, could indicate a malfunction in the gyro's bearings or motor. This crucial pre-flight check helps ensure instrument integrity before flight.
When the course deviation indicator (CDI) needle is centered using a VOR test signal (VOT), the omnibearing selector (OBS) and the TO/FROM indicator should read
Answer: C. 0° FROM or 180° TO, regardless of the pilot’s position from the VOT.
A VOR test signal (VOT) transmits a single 360° radial omnidirectionally. When a VOR receiver is tuned to a VOT and the CDI needle is centered, the omnibearing selector (OBS) and the TO/FROM indicator should consistently read either 0° with a FROM indication or 180° with a TO indication. This is because the VOT effectively simulates being on the 360° (or 0°) radial from the station, and this indication is independent of the pilot's physical position relative to the VOT.
As standard operating practice, all inbound traffic to an airport without a control tower should continuously monitor the appropriate facility from a distance of
Answer: C. 10 miles.
The Aeronautical Information Manual (AIM) recommends that pilots operating to or from an airport without an operating control tower continuously monitor and broadcast on the appropriate Common Traffic Advisory Frequency (CTAF). This standard operating practice should begin from a distance of 10 miles from the airport. This ensures all traffic in the vicinity is aware of each other's positions and intentions, promoting safety in the traffic pattern.