Part 107 Medical Condition Rule: What §107.17 Says

Ask a group of new remote pilots about Part 107 medical requirements and you'll hear a lot of guesses. The rule itself is one sentence long. 14 CFR § 107.17 doesn't set out a list of conditions or a test. It puts the judgment on each person involved in the flight, every time they fly. This post walks through the text, who it covers, and how it plays out in a few everyday situations.

The FAA's guidance on Part 107, Advisory Circular 107-2A (checked Nov 4, 2026), addresses the certificate question directly: "Though the person manipulating the controls of a small unmanned aircraft and VO are not required to obtain an airman medical certificate, they cannot participate in the operation of a small UAS if they know or have reason to know that they have a physical or mental condition that could interfere with the safe operation of the small UAS (§ 107.17)."

This is general information, not legal advice, and it isn't medical advice either. Regulatory quotations are from the Electronic Code of Federal Regulations (checked Nov 4, 2026; Title 14 shown as up to date as of Nov 2, 2026). For the wider rule set, see our federal drone law overview.

The full text of § 107.17

Here is 14 CFR § 107.17, titled "Medical condition," in full:

No person may manipulate the flight controls of a small unmanned aircraft system or act as a remote pilot in command, visual observer, or direct participant in the operation of the small unmanned aircraft if he or she knows or has reason to know that he or she has a physical or mental condition that would interfere with the safe operation of the small unmanned aircraft system.

Two parts of that sentence do most of the work: who it applies to, and the "knows or has reason to know" standard.

Who on the crew does it cover?

More people than many pilots assume. The rule names four roles:

• the person who manipulates the flight controls
• the remote pilot in command
• a visual observer
• any direct participant in the operation

So the rule isn't only about the person holding the controller. A visual observer who can't keep watch because of a migraine, or a crew member who is too ill to do their part, falls under the same sentence. The remote pilot in command has broader responsibilities for the whole operation, covered in our post on the remote pilot in command under § 107.19.

What does "knows or has reason to know" mean in practice?

The rule is written around what a person knows, or reasonably should know, about their own condition. It doesn't list specific conditions. The question is whether a physical or mental condition "would interfere with the safe operation of the small unmanned aircraft system."

That makes it a self-assessment rule, and it applies before every flight, not once a year. A few common situations show how it works.

Scenario: you worked a double and you're running on four hours of sleep

Fatigue is one of the most common real-world problems for working pilots. If you notice slow reactions, trouble focusing on the screen or difficulty keeping track of the aircraft, that's the kind of thing you have "reason to know." Rescheduling the flight, or handing it to a rested crew member who holds the right certificate, keeps you on the right side of the rule.

Scenario: you started a new medication this week

Some medications can cause drowsiness, dizziness or blurred vision. The label or your pharmacist's instructions may tell you about it, and that counts toward what you know. Ask your own doctor or pharmacist whether a medication could affect your ability to operate an aircraft. We can't answer that for you, and this post isn't medical advice.

Alcohol and drugs are covered by a separate rule with its own specific requirements; see our post on Part 107 alcohol and drug rules under § 107.27.

Scenario: your glasses are in the truck

Visual line of sight is central to Part 107 flying, so anything that affects your vision matters. If you normally need corrective lenses to see clearly at a distance, flying without them is a situation where you'd have reason to know there's a problem.

Scenario: you're coming down with the flu

Fever, dizziness, an ear infection that throws off your balance or a bad headache can all affect judgment and attention. A sick day on the ground is a lot cheaper than an incident.

How § 107.17 connects to certificate eligibility

The same idea appears in the eligibility rules for getting a remote pilot certificate. 14 CFR § 107.61 lists what an applicant must do to be eligible, including paragraph (c):

(c) Not know or have reason to know that he or she has a physical or mental condition that would interfere with the safe operation of a small unmanned aircraft system; and

In other words, the standard you meet to get the certificate is the same one you carry onto every job site. Eligibility and the knowledge test are covered in our Part 107 knowledge test prep guide.

Building a fitness check into your pre-flight routine

Because § 107.17 is a judgment call, the most practical step is to make that judgment deliberately instead of skipping past it. Many pilots add a short personal check to the start of their pre-flight:

1. Sleep: Am I rested enough to stay sharp for the whole flight?
2. Illness: Do I have symptoms that affect focus, balance or vision?
3. Medication: Am I taking anything new, or anything with a warning about drowsiness or operating machinery?
4. Vision: Do I have the glasses or contacts I normally need?
5. Stress and focus: Is anything going on that will pull my attention away from the aircraft?
6. Crew: Is my visual observer and everyone else directly involved fit to do their part today?

If any answer gives you pause, the safest move is to delay or reassign the flight. Many operators put this check at the top of a written or digital checklist; Pilot Ledger's guide to a commercial drone pre-flight checklist shows one way to keep it consistent across a crew.

Part 107 medical requirements: the short version

• § 107.17 bars anyone from flying or taking part in a small UAS operation if they know or have reason to know of a physical or mental condition that would interfere with safe operation.
• It covers the person on the controls, the remote pilot in command, visual observers and direct participants.
• It's a self-assessment that applies before every flight: fatigue, illness, medication and vision are the everyday examples.
• § 107.61(c) applies the same standard to certificate eligibility.
• Questions about specific medications or conditions belong with your own doctor.