FAR/AIM: Chapter 11. Unmanned Aircraft Systems (UAS)

1. UAS operations are governed by the Code of Federal Regulations (CFR) and the United States Code (USC). The type of operation, purpose of the flight, and weight of the UAS all factor into the specific rule that governs UAS operations.
2. 14 CFR Part 107, Small Unmanned Aircraft Systems. Examples of 14 CFR Part 107 operations include commercial aerial photography, commercial aerial survey, other operations for hire, and operations that are not conducted purely for pleasure/recreation. These operations will be referred to as Part 107 operations. Part 107 operations are limited to small UAS (sUAS) weighing less than 55 pounds.
3. 49 USC 44809, Exception for Limited Recreational Operations of Unmanned Aircraft Operations. Recreational flyers operate unmanned or model aircraft for pleasure or recreation. These operations are to be referred to as Recreational Flyer operations. Recreational flyers typically operate small UAS or model also called radio-controlled (RC) aircraft. Recreational flyers operating UAS weighing more than 55 pounds may operate in compliance with standards and limitations developed by a CBO and from fixed sites, which are described in subparagraph 11-4-1c1, Fixed Sites.
4. 14 CFR Part 91, UAS Operations. 14 CFR Part 91 operations include public UAS, and civil UAS 55 pounds or more Maximum Gross Operating Weight (MGOW). These operations will be referred to as Part 91 UAS operations in Chapter 11. For more information on public UAS operations, the requirements for qualification as a public operator, and how aircraft and pilots are certified, refer to AC 00-1.1, Public Aircraft Operations—Manned and Unmanned.

   NOTE-

   14 CFR Part 91 operations can include UAS weighing less than 55 lbs.

   REFERENCE-

   14 CFR Part 107, Small Unmanned Aircraft Systems.
   49 USC 44809, Exception for Limited Recreational Operations of Unmanned Aircraft.
   FAA Order JO 7210.3, Chapter 5, Section 5, 14 CFR Part 91, UAS Operations.
   AC 00-1.1, Public Aircraft Operations—Manned and Unmanned.

1. UAS operations must be integrated into the NAS while maintaining existing operational capacity and safety without introducing an unacceptable level of risk to airspace users or persons and property on the ground. The FAA is committed to striking the appropriate regulatory and oversight balance to ensure that American innovation is able to thrive without compromising the safest, most efficient aerospace system in the world.
2. UAS operators can access the NAS in multiple ways. Generally, UAS weighing less than 55 pounds MGOW are permitted to operate within Visual Line of Sight (VLOS) up to 400 feet Above Ground Level (AGL) in uncontrolled (Class G) airspace. Operations within controlled airspace require specific authorization from Air Traffic Control (ATC).
   1. Part 107 sUAS operators can request airspace authorizations via Low Altitude Authorization and Notification Capability (LAANC) or DroneZone to fly within Class B, Class C, Class D or within the lateral boundaries of the surface area of Class E airspace designated for an airport. Operations within controlled airspace can be readily approved in accordance with the altitude values indicated on the corresponding UAS Facility Map (UASFM). The UASFM values indicate the maximum altitude at which a UAS operation can be approved without any further coordination with the respective ATC facility. Part 107 remote pilots and operators may request “further coordination” for an airspace authorization to operate above UASFM values, up to 400 feet AGL. (See paragraph 11-4-2 for further information regarding Part 107 operations.)

      NOTE-

      Emergency airspace authorizations for Special Government Interest (SGI) UAS operations will be addressed in paragraph 11-8-5.

   2. Recreational flyer operations. Recreational flyers may operate in certain controlled and uncontrolled airspace under specific conditions. In Class B, C, D or the surface area of Class E airspace designated for an airport. The operator must obtain authorization prior to operating. In Class G airspace, the aircraft must be flying not more than 400 feet AGL and comply with all airspace restrictions and prohibitions. Recreational flyers may operate at an FAA-recognized fixed flying site above 400 feet AGL with a FAA-approved letter of agreement from the appropriate ATC authority or up to UASFM altitudes in controlled airspace with an airspace authorization obtained through LAANC.
   3. Part 91 UAS Operations. Public UAS, and civil UAS 55 pounds or more MGOW operate under 14 CFR Part 91, UAS operations. Public UAS operators and civil, non-recreational UAS weighing 55 pounds or more MGOW are provided NAS access by compliance with certain parts of 14 CFR Part 21, experimental certificates, and 14 CFR Part 91, UAS Operations. Part 91 UAS operators require a COA to operate within the NAS. Specific geographic/altitude limitations are prescribed in the COA. Additional pilot and aircraft requirements are applicable to Part 91 UAS operations. See Chapter 11, Section 3, Large UAS (MGOW 55 Pounds or More), and paragraph 11-4-3, Airspace Access for PAO, for further information on Part 91 UAS operations.

      REFERENCE-

      14 CFR Section 21.191, Experimental Certificates.
      FAA Order JO 7210.3, Chapter 5, Section 5, 14 CFR Part 91, UAS Operations.

1. Part 107 sUAS. A regulatory first step for civil non-recreational UAS operations. To fly under 14 CFR Part 107, the UAS must weigh less than 55 pounds and the operator (called a remote pilot) must pass a knowledge test. Also, the UAS must be registered. Part 107 enabled the vast majority of routine sUAS operations, allowing flight within VLOS while maintaining flexibility to accommodate future technological innovations. Part 107 allows sUAS operations for many different purposes without requiring airworthiness certification, exemptions, or a COA for Class G airspace access. Part 107 includes the opportunity for individuals to request waivers for certain provisions of the rules, for example, Beyond Visual Line-Of-Sight (BVLOS). Part 107 also has specific restrictions which are not subject to waiver, such as the prohibition of the carriage or transport of Hazardous Materials (HAZMAT).
2. Recreational flyer UAS:
   1. The FAA considers recreational UAS to be aircraft that fall within the statutory and regulatory definitions of an aircraft, in that they are devices that are used or intended to be used for flight in the air. As aircraft, these devices generally are subject to FAA oversight and enforcement.

      REFERENCE-

      49 USC 40102, Definitions.
      14 CFR Part 1, Definitions and Abbreviations.

   2. Recreational aircraft may operate in Class G airspace where the aircraft is flown from the surface to not more than 400 feet AGL, and the operator must comply with all airspace restrictions and prohibitions. The only exception to this altitude restriction in Class G airspace is at FAA- recognized fixed sites and sanctioned events, with specifically approved procedures for flights above 400 feet AGL.

      NOTE-

      Higher altitude airspace authorizations for Recreational Flyers are obtained through the FAA's DroneZone website at: https://faadronezone.faa.gov/#/.

   3. The Recreational UAS Safety Test (TRUST) module was developed in consultation with multiple UAS stakeholders and through interested party feedback. TRUST is available electronically, has no minimum age limit, and is provided by volunteer test administrators, vetted by the FAA. See AIM, paragraph 11-5-1, UAS Pilot Certification and Requirements for Part 107 and Recreational Flyers, for further information on TRUST. Also, additional information regarding TRUST is available at the FAA's The Recreational UAS Safety Test website.

      NOTE-

      The FAA's The Recreational UAS Safety Test website may be viewed at: https://www.faa.gov/uas/recreational_fliers/knowledge_test_updates/.

   4. Recreational UAS weighing more than .55 lbs must be registered. This can be done electronically through the FAA's DroneZone website. Owners must then label all model aircraft with their assigned registration number on the exterior of their aircraft so that the registration can be clearly seen and read from a reasonable distance. See paragraph 11-2-2, Registration Requirements, for more information on registering UAS.

      NOTE-

      The FAA's DroneZone website may be viewed at: https://faadronezone.faa.gov/#/.

1. Nearly all UAS flown in the NAS are required to be registered in the FAA aircraft registration database. UAS weighing 55 pounds MGOW or more must be registered under 14 CFR Part 47, Aircraft Registration, while UAS less than 55 pounds may be registered under the FAA's newer 14 CFR Part 48 online system.

   NOTE-

   The FAA's Aircraft Registration Unmanned Aircraft (UA) website may be viewed at: https://www.faa.gov/licenses_certificates/aircraft_certification/aircraft_registry/UA/.

   REFERENCE-

   14 CFR Part 47, Aircraft Registration.

2. Registering UAS under 14 CFR Part 47. For those UAS, which do not meet the weight stipulations for registration under 14 CFR Part 48, registration is accomplished under 14 CFR Part 47. 14 CFR Part 47 registration will result in an “N”-number like those assigned to manned aircraft. To learn more about the process and to register a UAS under Part 47, see the FAA's Aircraft Registration Unmanned Aircraft (UA) website. If desired by the owner, any UAS may be registered under 14 CFR Part 47.

   NOTE-

   The FAA's Aircraft Registration Unmanned Aircraft (UA) website may be viewed at: https://www.faa.gov/licenses_certificates/aircraft_certification/aircraft_registry/UA/.

3. Registering UAS under 14 CFR Part 48. For most operators of sUAS (those UAS weighing less than 55 pounds MGOW), registration under 14 CFR Part 48, Registration and Marking Requirements for Small UA, will be most expedient and the least expensive. 14 CFR Part 48 registrants are those UAS flyers operating under either of the following statutes:
   1. Part 107. Under the provisions of Part 107, all UAS must be registered regardless of weight. Operations under Part 107 are generally those involving commerce, but can be for recreation as well.
   2. Recreational Flyers. UAS that are flown exclusively for recreational purposes must be registered if they weigh more than 0.55 pounds (250 grams).

      NOTE-

      1. If you are not sure what kind of a drone flyer you are, refer to the FAA's User Identification Tool at: https://www.faa.gov/uas/getting_started/user_identification_tool/, or visit the FAA Getting Started webpage at: https://www.faa.gov/uas/getting_started/.
      2. Registrations cannot be transferred between 14 CFR Part 107 UAS and 49 USC 44809 UAS.

      REFERENCE-

      14 CFR Part 48, Registration and Marking Requirements for Small Unmanned Aircraft.

4. How to register a UAS under 14 CFR Part 48:
   1. To register a UAS online under Part 48, refer to the FAA's DroneZone website. When registering a UAS online under Part 48, you will need to select registration in either Part 107 or the exception for recreational flyers.
   2. Registration fees for Part 107 registration are per sUAS, and the registration is valid for three years. Each Part 107 registered sUAS will receive a different number. Recreational flyer registration fees are per UAS and valid for three years, but the same registration number can be applied to any UAS in the registrant's ownership. The recreational flyer will receive one registration number that can be used for all UAS flown by that person. In order to register, a person must be 13 years of age or older and be a U.S. citizen or legal permanent resident. If the owner is less than 13 years of age, another person 13 years of age or older must register the UAS and that person must be a U.S. citizen or legal permanent resident.
   3. An FAA registration certificate will be issued after UAS registration. The registration certificate (either paper copy or digital copy) must be available for inspection during all flight operations. If an individual other than the registered owner operates a UAS, the registration certificate (either paper copy or digital copy) must also be available for inspection during all flight operations. Federal law requires registered UAS operators, if asked, to show their certificate of registration to any federal, state, or local law enforcement officer. Failure to register a UAS that requires registration may result in regulatory and criminal penalties. The FAA may assess civil penalties up to $27,500.

      NOTE-

      The FAA's DroneZone website may be viewed at: https://faadronezone.faa.gov/#/.

5. Labeling a UAS with a registration number. All UAS requiring registration must be marked with a registration number before being flown. The UAS registration number can be applied to the aircraft by engraving, a permanent label, or written on with a permanent marker. The registration number must be visible on the outside surface of the UAS.

1. Large public UAS may have wingspans as large as commercial airliners, and may operate in and out of public/military dual-use airfields. Due to the high altitudes at which these UAS routinely operate, and the means through which they reach and vacate operating altitudes, encounters with manned or low-altitude unmanned traffic are rare.
2. Public users operating as “public aircraft” retain the responsibility to determine airworthiness and pilot qualifications. Aircraft certification and operating rules apply to the entire UAS, including the aircraft itself, the flight crew with their associated qualifications, the control station, and command and control links.

   NOTE-

   Large UAS operating in controlled airspace generally communicate on radio frequencies or through an ATC-to-PIC ground communications link assigned to that sector, terminal area, or control tower. The UAS PIC is required to comply with all ATC instructions and uses standard phraseology per FAA Order JO 7110.65, Air Traffic Control, and this manual.

   REFERENCE-

   49 USC 40102, Definitions.
   49 USC 40125, Qualifications for Public Aircraft Status.
   FAA Order JO 7110.65, Air Traffic Control.
   AIM, Para 11-4-3, Airspace Access for Public Aircraft Operations PAO.

3. Operating characteristics of large public UAS. To illustrate the sizes and performance of large public UAS, consider the DoD UAS classification system. The categories (see FIG 11-3-1) are separated based on MGOW, normal operating altitude, and flying speed. These classifications do not apply to non-DoD civil aircraft. Generally, Groups 1 through 3 UAS will operate on and above military bases, in restricted or prohibited airspace. For this reason, these smaller tactical public aircraft will rarely be encountered by civil pilots. Groups 4 and 5 are the largest of DoD UAS, weighing over 1,320 pounds, and operating at all speeds and altitudes. Group 4 aircraft operate at all altitudes, usually below 18,000 feet MSL. Group 5 aircraft typically operate well above 18,000 feet MSL. UAS in Groups 4 and 5 require airfields with specially approved surfaces to safely operate. For specifications and descriptions of the aircraft models that the DoD operates, refer to military service fact sheets.

   NOTE-

   1. The category chart does not specify the actual high gross weights at which some DoD UAS actually operate. For instance, the RQ-4 Global Hawk regularly operates at approximately 32,000 pounds.)
   2. JP 3-30, III 31, Joint Publication 3-30, provides the UAS Categorization Chart and may be reviewed at:
      https://www.jcs.mil/Portals/36/Documents/Doctrine/pubs/jp3_30.pdf?ver=2019-09-04-142255-657.
   3. These websites provide unclassified descriptions, performance, and specifications of the varied UAS in the DoD's large category fleet:
      USAF Fact Sheets at https://www.af.mil/About-Us/Fact-Sheets/ and USN Fact Files at https://www.navy.mil/Resources/Fact-Files/.

   FIG 11-3-1
   DoD UAS Categories

   
4. Large Public UAS Engineering Characteristics and Operating Areas:
   1. Large public UAS may be sharing airspace with civil aircraft in the NAS. A wide variety of aircraft performance, voice radio communications, command and control link architecture, and operating procedures exists throughout the DoD and other large public UAS enterprises. For example, Group 4 DoD aircraft, such as the MQ-1 Predator and MQ-9 Reaper, are typically propeller-driven with propulsion units that are internal combustion piston- or turbine-powered. The largest public UAS include single-engine jet aircraft such as the RQ-4 Global Hawk and MQ-4C Triton.
   2. VLOS and BVLOS link systems provide command and control for these large UAS operations. Voice communication capability in the largest public UAS is far more extensive than in the smaller aircraft. Many models are limited to a single voice radio transmitter and receiver system for control inside airspace managed by and/or delegated to the DoD.
   3. Many of the larger public UAS are equipped with transponders to assist ATC with position and tracking information. These UAS usually operate under IFR under positive ATC control and will tend to be found at very high altitudes; not likely to be encountered by civil aircraft operators. Launch and recovery operations will be likewise under positive ATC control and these UAS will be separated from any other known aircraft traffic. Encounters with low-altitude small UAS, being flown in uncontrolled airspace or under low-altitude controlled airspace authorizations, are therefore unlikely. In accordance with 14 CFR Section 91.215(e)(2), ATC Transponder and Altitude Reporting Equipment and Use, no person may operate an unmanned aircraft under Part 91 with a transponder on unless: (1) the operation is conducted under a flight plan and the person operating the unmanned aircraft maintains two-way communications with ATC; or (2) the use of a transponder is otherwise authorized by the Administrator.

      NOTE-

      In accordance with 14 CFR Section 107.52, ATC Transponder Equipment Prohibition, unless otherwise authorized by the Administrator, no person may operate a sUAS under Part 107 with a transponder on.

      REFERENCE-

      14 CFR Section 91.215, ATC Transponder and Altitude Reporting Equipment and Use.
      14 CFR Section 107.52, ATC Transponder Equipment Prohibition.

5. Large Public UAS Launch, Recovery, and Operating Areas:
   1. Large public UAS operations are widespread, they are also carefully managed to ensure enhanced safety for other NAS users. For this reason, DoD UAS operate in many types of special use airspace. See FIG 11-3-2 for examples of Special Use Airspace (SUA) used by DoD UAS.

      FIG 11-3-2
      DoD Special Use Airspace

      
   2. Temporary Flight Restrictions (TFRs) are issued for the surrounding UAS operating locations and allow for the launch and recovery of larger UAS. Once outside of the terminal environment, DoD UAS utilize the full range of SUA, including Military Operating Areas (MOA), restricted areas, warning areas, and alert areas to conduct their missions.

1. Exemptions are granted to UAS operations which are permitted in accordance with Public Law 115-254, 49 USC 44807, Special Authority for Certain Unmanned Aircraft Systems. The Secretary of Transportation has determined that certain UAS are eligible to operate in the NAS without possessing the airworthiness certification normally required under 49 USC 44807. 49 USC 44807 permits the FAA to use a risk-based approach to determine whether an airworthiness certificate is required for a UAS to operate. Exemptions are generally requested by civil (non-public) UAS operators who fly UAS weighing 55 pounds or more, and thus cannot fly under 14 CFR Part 107. For civil UAS operations conducted under 49 USC 44807 of PL 115-254, the Secretary has determined that specific requirements necessary for safe operation can often be addressed in the form of grants of exemption(s). Operators who desire this regulatory relief must petition the FAA for exemption in accordance with 14 CFR Part 11 and the guidance provided on the FAA's Section 44807, Special Authority for Certain Unmanned Systems website. Examples of petitions that have been granted to conduct civil UAS operations include the following activities:
   1. Closed-set motion picture and television filming.
   2. Agricultural survey and spraying.
   3. Aerial photography.
   4. Land survey and inspection.
   5. Inspection of structures.
   6. Search and Rescue (SAR) operations.

      NOTE-

      Civil agricultural spraying operations will also require a 14 CFR Part 137 certificate; see paragraph 11-4-5, Airspace Access for 14 CFR Part 135 and 14 CFR Part 137.

2. Exemption Application. Petitioners seeking a grant of exemption should fill out an online application on the public docket located on the FAA's regulations.gov website.

   REFERENCE-

   49 USC 44807, Special Authority for Certain Unmanned Aircraft Systems.

   NOTE-

   The FAA's Section 44807: Special Authority for Certain Unmanned Systems website may be reviewed at: https://www.faa.gov/uas/advanced_operations/certification/section_44807/. The FAA's Regulations.gov website may be reviewed at: https://www.faa.gov/regulations_policies/faa_regulations.

1. Large civil UAS operations in the NAS are presently considered those UAS weighing 55 pounds or more with or without aircraft airworthiness certification, along with their control stations and radio links operating under 14 CFR Part 91. These operations may or may not receive ATC separation services, but will not be operating under UAS Traffic Management (UTM) structures. Examples of current large UAS civil operators include agricultural spraying and operation as radio/telephone airborne relays. Future large UAS operations will include carriage of cargo and passengers, and very long- endurance aircraft, staying aloft for extended periods of time.

   NOTE-

   Large is only used as a term to differentiate from those UAS weighing less than 55 pounds. Large UAS is not an FAA- recognized category of aircraft.

   1. Large UAS must meet performance, equipage requirements, and adhere to relevant procedures commensurate with the airspace in which the UAS is operating.
   2. Absent an onboard pilot, large UAS are unable to “see and avoid” other aircraft, as required by regulations governing the general operation of aircraft in the NAS under Title 14 CFR Section 91.111, Operating Near other Aircraft, and 14 CFR Section 91.113, Right of Way Rules: Except Water Operations. As a result, they cannot use visual observation to remain “well clear” of other aircraft and avoid collisions. Therefore, an alternate means of compliance is required to remain well clear of other aircraft and surface obstacles, and avoid collisions.
   3. FIG 11-3-3, A Layered Approach for Collision Avoidance, illustrates the different layers used to keep aircraft safely separated, beginning with airspace classification and design, then ending with the responsibility of the pilot to prevent collisions.

      FIG 11-3-3
      A Layered Approach for Collision Avoidance

      
2. Transition to full integration into the NAS. Over time, full integration of large UAS operations in the NAS will be achieved. Current large UAS operations will continue to be dependent on COAs, the issuance of NOTAMs, and possibly other measures (e.g., chase plane, segregated airspace) as currently used for accommodated operations. This integration is evolving with UAS technology advances, FAA regulatory changes, NAS automation, communications improvements, and evolving use cases and demand.

   NOTE-

   Transponder equipped UAS, during lost link events, if capable, will squawk secondary surveillance radar (SSR)/Transponder code 7400. If the UAS is not programmed for use of SSR code 7400, then code 7600 may be used.

3. Large Civil Operations. The following are examples of test and evaluation operations being conducted with large civil and commercial UAS: cargo delivery, infrastructure inspection, surveillance, firefighting, environmental observation, signal relay, and atmospheric sampling.

1. Advisory Circular 91-57, Exception for Limited Recreational Operations of Unmanned Aircraft, provides guidance for recreational flyers. Failure of a recreational flyer to adhere to any of the requirements for recreational status under 14 USC 44809 will result in the flight being considered 14 CFR Part 107 by the FAA, which may result in greater penalties if the operator is found operating in an unsafe manner. Recreational flyers may only operate under the statutory exception if they adhere to all of the conditions listed in the statute.

   REFERENCE-

   AC 91-57, Exception for Limited Recreational Operations of Unmanned Aircraft.
   49 USC 44809, Exception for Limited Recreational Operations of Unmanned Aircraft.
   14 CFR Part 107, Small Unmanned Aircraft Systems.

2. Operations in Class G airspace. Flights in Class G airspace will be the most common environment for many recreational flyers. The upper limit of recreational UAS operations in Class G airspace is 400 feet AGL. When operating in Class G airspace, the recreational flyer must follow the set of safety guidelines outlined and developed by a recognized Community-Based Organization (CBO).
3. Operations in controlled airspace or uncontrolled airspace above 400 feet AGL. If a recreational flyer desires to operate in class B, C, or D airspace, or within the lateral boundaries of the surface area of class E airspace designated for an airport, or in class G airspace above 400 feet, the operator must obtain prior authorization from the Administrator or designee before operating. For the recreational flyer wishing to enter controlled airspace, there are two basic routes:
   1. Fixed sites are locations specifically authorized by the FAA, which are posted at the FAA's interactive map on the UAS Data Delivery System (UDDS). On the map, small blue circles depict the location of these sites in controlled airspace and the altitude limits imposed on those sites. The altitude restrictions are derived from the UASFM which form the basic structure of LAANC and its operating procedures. Recreational flyers can access site-specific information by clicking on the blue circle.

      NOTE-

      These sites have existing letters of agreement or authorization (LOA) with the FAA. For the CBO to operate in controlled airspace, an airspace authorization agreement between the CBO and the FAA must be in place. Certain sites may have access restrictions or other operating limitations, which are available from the site sponsor.

   2. By request, through the LAANC Application. LAANC provides the recreational pilot with access, when permissible, to controlled airspace at or below posted UASFM altitudes in near-real time. LAANC also gives the recreational flyer the ability to stay notified of airspace restrictions and prohibitions. See paragraph 11-8-7 of this chapter for information on downloading the LAANC application.
4. CBO Sanctioned Events. Sanctioned events, also called sponsored events are generally of short duration and take place at an existing fixed site or temporary fixed site established specifically for the event.
   1. CBO's requesting a sanctioned or sponsored event authorization within Class B, C, D, or within the lateral boundaries of the surface area of Class E airspace designated for an airport are obligated to make the location known to the FAA Administrator. Mutually agreed-upon operating procedures must be established with the event organizer. This is accomplished through a fixed site application in DroneZone.
   2. CBO operations and events occurring at 400 feet AGL and below in Class G airspace do not require FAA review, approval or authorization. CBO's intending to conduct events in Class G airspace that may exceed 400 feet AGL must contact the FAA for further information.

1. 14 CFR Part 107 was the first new rule dedicated to UAS operations. It was designed to provide a path for integration into the NAS for sUAS, flown under VLOS, and operated for non-recreational purposes. Part 107 allows remote pilots to fly for recreation. Part 107 grants certain flight permissions and altitudes in excess of those provided under 49 USC 44809, The Exception for Limited Recreational Operations of UAS, in view of the greater vetting required for 14 CFR Part 107 certification. Eligibility requirements to fly under 14 CFR Part 107, are listed in 14 CFR Section 107.61, Eligibility.

   NOTE-

   The Administrator may issue a certificate of waiver authorizing a deviation from 14 CFR Section 107.31, Visual Line of Sight Aircraft Operation, if the operation can safely be conducted under the terms of a certificate of waiver.

   REFERENCE-

   14 CFR Part 107, sUAS.
   14 CFR Section 107.61, Eligibility.
   14 CFR Section 107.31, Visual Line of Sight Aircraft Operation.

2. Operations in Class G airspace. Part 107 remote pilots may fly in Class G airspace up to 400 feet AGL, and within 400 feet of a structure without prior coordination with ATC. Other limitations for Part 107 operators are described in 14 CFR Part 107.51, Operating Limitations for sUAS.

   REFERENCE-

   14 CFR Section 107.51, Operating Imitations for Small Unmanned Aircraft.

3. Operations in controlled airspace through LAANC. LAANC gives the remote pilot the ability to obtain near real-time airspace authorization within UASFM altitudes and stay notified of airspace restrictions and prohibitions. See paragraph 11-8-7, Resources for UAS Operators, for information on downloading LAANC.
4. Waivers to 14 CFR Part 107:
   1. A waiver is an official document issued by the FAA which approves certain operations of UAS outside the limitations of a regulation. These waivers allow drone pilots to deviate from certain rules under 14 CFR Part 107 by demonstrating they can still fly safely using alternative methods or safety mitigations. 14 CFR Part 107 rules which can be waived are listed in 14 CFR Section 107.205, List of Regulations Subject to Waiver. Any subpart of 14 CFR Part 107 rule which is not specifically listed in 14 CFR Section 107.205, such as the §107.36 prohibition on the carriage or transport of HAZMAT, is not subject to waiver, and would require an exemption under 14 CFR Part 11, General Rulemaking Procedures. See paragraph 11-3-2, Exemptions Under 49 USC 44807, Special Authority for Certain Unmanned Systems, for guidance on requesting exemptions.
   2. To request a 14 CFR Part 107 waiver, refer to the FAA's Part 107 Waiver website.

      NOTE-

      The FAA's Part 107 wavier website may be viewed at: https://www.faa.gov/uas/commercial_operators/part_107_waivers/.

      REFERENCE-

      14 CFR Section 107.205, List of Regulations Subject to Waiver.
      14 CFR Part 11, General Rulemaking Procedures.

1. General requirements for PAO status. Governmental entities, as defined by federal law 49 USC 40102(a)(41), Definitions, can fly as a public aircraft operation as long as the flight meets the definition of a governmental function 49 USC 40125, Qualifications for Public Aircraft Status. Public aircraft are aircraft owned and operated by the government of a state, the District of Columbia, or a territory or possession of the United States, or a political subdivision of one of these governments, except as provided in 49 USC 40125(b), Qualifications for Public Aircraft Status. Public aircraft can also be aircraft exclusively leased for at least 90 continuous days by the government of a state, the District of Columbia, or a territory or possession of the United States or a political subdivision of one of these governments, except as provided in 49 USC 40125(b), Qualifications for Public Aircraft Status.

   NOTE-

   1. The term “government function” refers to one of several activities undertaken by a government, such as national defense, intelligence missions, firefighting, search and rescue, law enforcement (including transportation of prisoners, detainees, and illegal aliens), aeronautical research, or biological or geopolitical resource management.
   2. An operation “for the public good” does not necessarily meet the qualifications for a public operation; for example, most volunteer fire departments in the United States will not qualify as PAOs.
   3. Public safety organizations often conduct operations under 14 CFR Part 107, as well as public aircraft operations.

   REFERENCE-

   49 USC 40102, Definitions.
   49 USC 40125, Qualifications for Pubic Aircraft Status.

2. A PAO is conducted under certain 14 CFR Part 91, UAS Operations Rules, with a COA granted to allow access to the NAS. A PAO COA allows blanket UAS operations in Class G airspace throughout the entire continental United States, including operations at night with appropriate lighting and training, for the duration of the COA. Waivers and/or authorizations to the COA can permit operations beyond the basic COA. Operating as a PAO requires adherence to specific conditions as directed in the COA. Operations under the public aircraft statute cannot include purposes that are not governmental functions. For example, a police UAS flying without remuneration to obtain footage for a department promotional video would not be a governmental function.
3. COA Application Process:
   1. Public Declaration Letter (PDL). The first step in getting a PAO COA is to be recognized as an authorized government agency by submitting a PDL that shows the organization is indeed a governmental entity as defined by federal law. FAA general counsel reviews this letter, which is usually issued by a city, county, or state attorney Federal agencies are deemed to be governmental entities without submitting a PDL.
   2. COA Request. If formally recognized as a governmental entity under federal law, entities are given access to the COA Application Process System (CAPS) or DroneZone, where a request for a PAO COA may be submitted. Operating as a PAO requires you to adhere to specific conditions as directed in your COA. Remember that an aircraft described in subparagraph (a), (b), (c), or (d) of 49 USC 40102(a)(41), Definitions, does not qualify as a public aircraft under such section when the aircraft is used for commercial purposes (e.g., performing a non-governmental function).

      REFERENCE-

      AC 00-1.1, Public Aircraft Operations—Manned and Unmanned.
      49 USC 40102, Definitions.

1. Background:
   1. Remote identification (RID) of UAS is crucial to UAS integration.
   2. RID is the ability of a UAS in flight to provide identification and location information that can be received by other parties.
   3. RID allows the FAA, national security agencies, law enforcement, and others to distinguish compliant airspace users from those potentially posing a safety or security risk. It helps these agencies find the control station when a UAS appears to be flying unsafely or where it is prohibited.
2. Remote ID Rule:
   1. 14 CFR Part 89, Remote Identification (RID) of Unmanned Aircraft, will require most drones operating in U.S. airspace to have RID capability. UAS not equipped with RID capability will be limited to operating in specific FAA-approved geographic locations, such as FRIA.

      REFERENCE-

      14 CFR Part 89, Remote Identification of Unmanned Aircraft.

   2. There are three ways drone pilots will be able to meet the identification requirements of the RID rule: Standard RID, RID Broadcast Module, and FRIAs.
      1. Standard RID. Only standard RID drones may be manufactured after the September 16, 2022, rule effective date. Unmanned aircraft broadcast the RID message elements directly from the unmanned aircraft from takeoff to shutdown. Message elements include: (1) A unique identifier to establish the identity of the unmanned aircraft; (2) an indication of the unmanned aircraft latitude, longitude, geometric altitude, and velocity; (3) an indication of the control station latitude, longitude, and geometric altitude; (4) a time mark; and (5) an emergency status indication. Operators may choose whether to use the serial number of the unmanned aircraft or a session ID (e.g., an alternative form of identification that provides additional privacy to the operator) as the unique identifier.
      2. RID Broadcast Modules. An unmanned aircraft can be equipped with a Remote ID broadcast module that broadcasts message elements from takeoff to shutdown. Message elements include: (1) The serial number of the broadcast module assigned by the producer; (2) an indication of the latitude, longitude, geometric altitude, and velocity of the unmanned aircraft; (3) an indication of the latitude, longitude, and geometric altitude of the unmanned aircraft takeoff location; and (4) a time mark.
      3. FAA-Recognized Identification Area:
         1. An FAA-recognized identification area (FRIA) is a defined geographic area where persons can operate UAS without remote identification, provided they maintain visual line of sight. Organizations eligible to request establishment of a FRIA include CBOs recognized by the FAA and educational institutions. The latter group includes primary and secondary educational institutions, trade schools, colleges, and universities.
         2. To operate in a FRIA according to the 14 CFR Part 89, RID of unmanned aircraft, operators must be physically located within the boundaries of the FRIA, must only operate drones within those boundaries, and must operate within VLOS at all times. UAS equipped with RID broadcast capability must broadcast continuously even while operating within or transiting a FRIA.

            REFERENCE-

            14 CFR Part 89, Remote Identification of Unmanned Aircraft.

         3. FIG 11-4-1 illustrates the three ways UAS operators can comply with the new RID rule.

            FIG 11-4-1
            RID Paths to Compliance

            

1. 14 CFR Part 135, Operating Requirements: Commuter and on Demand Operations and Rules Governing Persons on Board Such Aircraft:
   1. Civil operators of UAS may conduct commercial package delivery BVLOS, or may transport HAZMAT on an interstate basis (crossing state boundaries), only under 14 CFR Part 135. These types of operations are prohibited for UAS operating under 14 CFR Part 107, sUAS. Legally, these operations must be conducted under 14 CFR Part 91, UAS operations, in accordance with an air carrier certificate issued under 14 CFR Part 135, and an exemption from certain federal aviation regulations granted under 14 CFR Part 11, general rulemaking procedures.

      REFERENCE-

      14 CFR Part 135, Operating Requirements: Commuter and on Demand Operations and Rules Governing Persons on Board Such Aircraft.
      14 CFR Part 107, Small Unmanned Aircraft Systems.
      14 CFR Part 11, General Rulemaking Procedures.
      FAA Order JO 7210.3, Chapter 5, Section 5, 14 CFR Part 91, UAS Operations.

   2. Generally, UAS cannot comply with certain 14 CFR regulations originally written for a manned aircraft environment and therefore require relief. UAS operators obtain relief from the requirements of these regulations through exemptions, waivers, and deviations. The relief document lists conditions and limitations which provide a level of safety at least equal to that provided by the rule from which relief is needed. Additionally, UAS operators must obtain a Certificate of Waiver or Authorization (COA) from the FAA Air Traffic Organization (ATO). Applicants for 14 CFR Part 135 certification should begin the process by contacting their local FAA Flight Standards District Office (FSDO).

      NOTE-

      Examples of such regulations include requirements for the provision of seat belts for aircrew and passengers, on-board carriage of an aircraft manual, etc.

      1. Application for a 14 CFR Part 135 certificate. Application for a 14 CFR Part 135 air carrier certificate for UAS operations uses the same process as that for manned 14 CFR Part 135 applicants. For information on how to apply for an air carrier certificate issued under 14 CFR Part 135, see the FAA 14 CFR Part 135 Air Carrier and Operator Certification website.

         NOTE-

         The FAA 14 CFR Part 135 Air Carrier and Operator Certification website may be reviewed at: https://www.faa.gov/licenses_certificates/airline_certification/135_certification/.

      2. Advisory Circular 120-49A, Parts 121 and 135 Certification is available to aid an applicant in Part 135 certification.

         REFERENCE-

         AC 120-49, Parts 121 and 135 Certification.

      3. Exemptions and COAs. Additional information on how to petition for an exemption and obtain a COA is available on the FAA Advanced Operations website.

         NOTE-

         The FAA's Advanced Operations website may be reviewed at: https://www.faa.gov/uas/advanced_operations/.

2. 14 CFR Part 137, Agricultural Aircraft Operations:
   1. Civil and public operators of UAS may conduct agricultural aircraft operations, as defined in 14 CFR Part 137.3, Definition of Terms. These operations must be conducted in accordance with an agricultural aircraft operator certificate issued under 14 CFR Part 137, and an exemption from certain federal aviation regulations granted under 14 CFR Part 11, General Rulemaking Procedures. Operators of sUAS, weighing less than 55 pounds MGOW may conduct agricultural aircraft operations under 14 CFR Part 107, sUAS, and 14 CFR Part 137. Operators of large UAS, weighing 55 pounds MGOW or more may conduct agricultural aircraft operations under 14 CFR Parts 91, UAS operations, and 14 CFR Part 137.

      REFERENCE-

      14 CFR Part 137, Agricultural Aircraft Operations.
      14 CFR Part 11, General Rulemaking Procedures.
      14 CFR Part 107, Small Unmanned Aircraft Systems.
      FAA Order JO 7210.3, Chapter 5, Section 5, 14 CFR Part 91, UAS Operations.

   2. Generally, as is the case with 14 CFR Part 135 standard cargo operations, UAS cannot comply with certain 14 CFR regulations, and therefore require relief. For example, sUAS require relief from carriage of hazardous material (§107.36), aircraft certification (§137.19(d)), carriage of agricultural aircraft operator certificate (§137.33(a)), and, for large UAS, certain aircraft airworthiness requirements (14 CFR Parts 21 and 91). UAS operators obtain relief from the requirements of these regulations through an exemption. The exemption lists conditions and limitations which provide a level of safety at least equal to that provided by the rule. Additionally, large UAS operators must obtain a COA from the FAA ATO.
      1. Obtaining an exemption for 14 CFR Part 137 operations. For additional information on how to petition for an exemption and obtain a COA, go to the FAA's Advanced Operations website.

         NOTE-

         The FAA's Advanced Operations website may be viewed at: https://www.faa.gov/uas/advanced_operations/.

      2. Advisory Circular 137-1, Certification Process for Agricultural Aircraft Operators, provides additional information on how to apply for an agricultural aircraft operator certificate issued under 14 CFR Part 137.

         REFERENCE-

         AC 137-1, Certification Process for Agricultural Aircraft Operators.

3. Hazardous Materials (HAZMAT):
   1. A hazardous material also known as HAZMAT, or dangerous goods is any substance or material that is capable of posing an unreasonable risk to health, safety, and property when transported in commerce. For example, lithium batteries, dry ice, and aerosol whipped cream are considered dangerous goods. These products may seem harmless, but when transported by air they can be very dangerous. Vibrations, static electricity, temperature and pressure variations can cause items to leak, generate toxic fumes, start a fire, or even explode if these products are not packaged and handled properly. More detailed information is located on the FAA's What are Dangerous Goods website.

      NOTE-

      The FAA's What are Dangerous Goods website may be viewed at: https://www.faa.gov/hazmat/what_is_hazmat/.

   2. The carriage/transportation of hazardous materials under 14 CFR Part 107, sUAS, is strictly prohibited at all times, and is not subject to waiver. In order to transport hazardous materials, UAS operators must follow the 14 CFR Part 135 certification regulatory path and must develop dangerous goods training programs and manuals as part of the 14 CFR Part 135 Air Carrier and Operator Certificates process, described on the FAA website and subparagraph 11-4-5a, and 14 CFR Part 135, Operating Requirements. A brief description of applicable regulations as they apply to UAS can be found on the FAA's UAS website.

      NOTE-

      The FAA's Unmanned Aircraft System (UAS) website may be viewed at:
      https://www.faa.gov/hazmat/air_carriers/operations/drones/.

      REFERENCE-

      14 CFR Part 107, Small Unmanned Aircraft Systems.
      14 CFR Part 135, Operating Requirements: Commuter and on Demand Operations and Rules Governing Persons on Board Such Aircraft.

1. General. The NAS extends from the ground to above 60,000 feet MSL and includes various classifications of airspace, both uncontrolled and controlled. sUAS remote pilots and recreational flyers are generally permitted access to uncontrolled airspace without special permission. However, this changes when access to controlled airspace is desired. All access to controlled airspace whether by manned or unmanned aircraft must be granted by ATC.

   NOTE-

   1. While the NAS is divided into controlled and uncontrolled airspace, users must remember that all airspace is regulated, and certain rules apply throughout the NAS.
   2. Recreational flyers are limited to 400 feet AGL in Class G airspace, without special authorization.
2. Controlled airspace is a generic term that covers the different classification of airspace (Class A, Class B, Class C, Class D, and Class E airspace) and defined dimensions within which air traffic control services can be provided to Instrument Flight Rules (IFR) flights and to Visual Flight Rules (VFR) flights, in accordance with the airspace classification.
3. Special Use Airspace (SUA). SUA consists of that airspace wherein flight activities must be confined because of their nature, or wherein limitations are imposed upon aircraft operations that are not a part of those activities, or both. These areas are generally depicted on aeronautical charts and will be indicated on the B4UFly and LAANC applications for UAS.
4. Temporary Flight Restrictions:
   1. Temporary Flight Restrictions (TFRs) are non-permanent airspace restrictions created to protect persons and property in the air or on the surface from an existing or imminent hazard associated with an incident on the surface, when the presence of low flying aircraft would magnify, alter, spread, or compound that hazard (14 CFR Section 91.137(a)(1)). TFRs can exist to protect aircraft from hazards, and also to protect people/objects on the ground from aircraft hazards. Examples of TFRs include natural disaster areas especially forest fires, floods, congested flight areas, the area around spacecraft launches and recoveries, certain stadium sporting events, and the security of national public figures.
   2. UAS operators should be aware that substantial fines and penalties can be levied on UAS remote pilots or recreational flyers violating a TFR.
5. Special Restrictions over Critical Infrastructure:
   1. Operating a UAS over our nation's critical infrastructure such as power grids, nuclear reactors, transportation centers, political or military sites, etc., can potentially create risk to people on the ground and also to fixed site facilities and associated infrastructure. To address security concerns, Public Law 114-190 and 115-254 mandated a process that would allow applicants to petition the FAA for restrictions from unmanned aircraft overflying their property.
   2. Special Security Instructions under 14 CFR Section 99.7 of the public laws allow the FAA to prohibit the operation of aircraft in certain airspace, in the interest of national security. The 14 CFR Section 99.7 interim solution prohibits UAS over approved fixed site facilities and limits the fixed site facilities to Federal owned sites UAS operations may be approved under the SGI process.
   3. UAS remote pilots and recreational flyers must carefully consider the need to fly over critical infrastructure and determine the legality of doing so, infractions may result in significant fines and legal actions.

      NOTE-

      For a list of critical infrastructure sites, see https://www.cisa.gov/critical-infrastructure-sectors.

      REFERENCE-

      Public Law 114-190, FAA Extension, Safety, and Security Act of 2016.
      Public Law 115-254, FAA Reauthorization Act of 2018.
      14 CFR Section 99.7, Special Security Instructions.

6. Special Flight Rules Area (SFRA). SFRAs are airspaces of defined dimensions, above land areas or territorial waters, within which the flight of aircraft is subject to special rules, established after the September 11, 2001, attacks. Examples include the Washington, DC, Los Angeles, and Hudson River SFRAs. All aircraft are highly regulated within SFRAs. The inner area of some SFRAs, the Flight Restricted Zone (FRZ) is very highly restricted and prohibits all but previously vetted aircrew and aircraft from entering. Refer to VFR Sectional Charts or the FAA's Restricted Airspace website for information on specific airspace limitations and instructions for requesting entry.

   NOTE-

   The FAA's Restricted Airspace website may be viewed at: https://www.faa.gov/newsroom/restricted-airspace-0.

7. There can be certain local restrictions to airspace. While the FAA is designated by federal law to be the regulator of the NAS, some state and local authorities may also restrict access to local airspace. UAS pilots should be aware of these local rules.
8. Other Restrictions & Provisions:
   1. Flight over or near natural habitat or nature preserves. See paragraph 11-8-6, Environmental Best Practices, for a discussion of UAS flight restrictions over or near wildlife.
   2. No Drone Zones is an FAA concept and outreach to promote safe and responsible use of UAS. The effort assists landowners (private and public) with designating their land off-limits for UAS take-offs and landings. The idea behind the outreach is to allow landowners who wish to avoid interactions on their property with UAS to state this preference in advance of UAS take-offs or landings. No Drone Zones do not apply to airspace. Generally speaking, for a No Drone Zone in a public place to be legally enforceable, there must exist underlying authority (ordinance, law, etc.). If the property in question is privately owned, the landowner's right to designate no UAS use is enforceable through trespass law.
   3. Flight over or near people and manned aircraft. In general, UAS remote pilots and recreational flyers should avoid flying over or near people or manned aircraft operations, and in any manner that could be construed as reckless or dangerous. See paragraph 11-8-3, Precautions: Flight Over or Near People, Manned Aircraft, and Night Flight, for specific information on flight over or near people.
   4. Correctional Institutions. Flight over some federal prisons is restricted under 14 CFR Section 99.7, Special Security Instructions. Flight near other correctional institutions may be prohibited by other federal, state or local statutes. Subparagraph 11-4-6e, Special Restrictions over Critical Infrastructure, contains additional information regarding restrictions over critical infrastructure.

      REFERENCE-

      14 CFR Section 99.7, Special Security Instructions.

1. UTM Operations. UTM is predicated on layers of information sharing and data exchange amongst a range of stakeholders including UAS operators, service providers, and the FAA to achieve safe operations. Operators share their flight intent with each other and coordinate to de-conflict and safely separate trajectories. The primary means of communication and coordination between operators, the FAA, and other stakeholders is through a distributed information network, rather than between pilots and air traffic controllers via traditional voice communications. The FAA makes real-time airspace constraints available to UAS operators, who are responsible for managing their own operations safely within these constraints without receiving ATC services from the FAA. However, the FAA does have access to applicable UTM operational information as necessary.
2. UAS operators not receiving ATC separation services are required to participate in UTM at some level using applicable services to meet the performance requirements of their operations. See FIG 11-4-2 for UTM in the context of Air Traffic Management operations. The number and type of services required varies based on the type and location of the intended operation and the associated communication, navigation, surveillance (CNS), and other operational needs.

   FIG 11-4-2
   UTM Operations in Context of Airspace Classes

   
3. Stakeholders in UTM:
   1. FAA, the federal authority over aircraft operations in all airspace, and the regulator and oversight authority for civil aircraft operations in the NAS.
   2. Operator, the person or entity responsible for the overall management of their operation. The operator meets regulatory responsibilities, plans flight/operations, shares operation intent information, and safely conducts operations using all available information.
   3. Remote pilot-in-command (RPIC), the person responsible for the safe conduct of each UAS flight. An individual may serve as both the operator and the RPIC.
   4. Other stakeholders (e.g., public safety and general public), can access information and/or utilize UTM services via the USS Network.

1. General:
   1. Part 107 Operations. Any person who operates a civil sUAS in the NAS, for any operation that is not for recreational/pleasure purposes, must have a UAS pilot's certificate (also called the “Part 107 Certificate”) with a Small Unmanned Aircraft System Rating.
   2. Recreational Flyer Operations. A person who is flying a UAS for recreational/pleasure purposes in the NAS must have taken and passed TRUST, as required by 14 USC 44809.
2. Eligibility for Testing:
   1. Part 107 operations. Applicants must be at least 16 years of age and be able to speak and understand English. For further information on Part 107 testing see the FAA's website, Become a Drone Pilot.
   2. Recreational Flyer Operations. There are no minimum age or other eligibility requirements for a recreational UAS pilot to take TRUST.
3. Initial Testing for Certification:
   1. Part 107 Operations:
      1. Current 14 CFR Part 61 certificate holder (Online Training). A person who holds a Part 61 manned pilot certificate (other than a Student pilot certificate), and who has a current flight review, as per 14 CFR Section 61.56, may complete Online Training that is offered by the FAA to obtain their 14 CFR Part 107, in lieu of taking the Initial Knowledge Test. However, a Part 61 certificate holder may also take the sUAS Initial Aeronautical Knowledge Test for certification.
      2. Non 14 CFR Part 61 certificate holder, or 14 CFR Part 61 certificate holder lacking currency (Initial Aeronautical Knowledge Test). A person who does not hold a 14 CFR Part 61 manned pilot certificate and/or they do not have a current flight review must take the Initial Aeronautical Knowledge Test at an FAA designated Knowledge Testing Center to obtain their sUAS Certificate.
   2. Recreational Flyer Operations. Any person who flies a UAS for recreational use under 49 USC 44809 must take and pass TRUST. See the FAA website, The Recreational UAS Safety Test (TRUST).

      NOTE-

      A current 14 CFR Part 107 sUAS certificate holder may fly recreationally under that part, but must adhere entirely to 14 CFR Part 107 rules and requirements. If a Part 107 sUAS certificate holder wishes to fly under 49 USC 44809, they must take and pass TRUST.

      NOTE-

      The FAA's website, The Recreational UAS Safety Test (TRUST), may be viewed at:
      https://www.faa.gov/uas/recreational_flyers/knowledge_test_updates.

4. Recurrent Training (Testing) Requirements:
   1. Part 107 operations:
      1. To exercise the privileges of a sUAS certificate that was issued under 14 CFR Part 107, a person must maintain currency. Therefore, the FAA requires that a person take a recurrent course within 24 months from the month the Initial Aeronautical Knowledge Test was passed, or the Online Training was completed.
      2. Recurrent training (online training) is found at the FAA's Become a Drone Pilot website.

         NOTE-

         The FAA's Become a Drone Pilot website may be viewed at:
         https://www.faa.gov/uas/commercial_operators/become_a_drone_pilot/.

   2. Recreational Operations. TRUST is taken on a once-and-done basis; no recurrent testing is required.
5. Pre-test Training Requirements:
   1. Part 107 Operations:
      1. No documented pre-test training is required under Part 107 to take the Initial Aeronautical Knowledge Test. However, the FAA Remote Pilot Small Unmanned Aircraft Systems Study Guide is an excellent resource.

         NOTE-

         To view the FAA Remote Pilot - Small Unmanned Aircraft Systems Study Guide see: https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/media/remote_pilot_study_guide.pdf.

      2. Initial Aeronautical Knowledge Test subject areas. The testing topics for the sUAS Knowledge Test can be found in 14 CFR Section 107.73, Knowledge and Training.

         REFERENCE-

         14 CFR Section 107.73, Knowledge and Training.

      3. Part 107 online training. This online training may be used by those who hold a 14 CFR Part 61 pilot certificate (not including a student pilot certificate) seeking 14 CFR Part 107 remote pilot certification. A person who holds a 14 CFR Part 61 pilot certificate must also show, at the time of certification, a current Flight Review as per 14 CFR Section 61.56.
   2. Recreational Flyer Operations. No pre-test training is necessary to complete TRUST.
6. Endorsements and re-testing. Neither the Part 107 Initial Aeronautical Knowledge Test nor the Recreational TRUST have any requirements for flight instructor endorsements prior to testing. A person who fails the Initial Aeronautical Knowledge Test must wait 14 calendar days before they may retake the test. TRUST may be retaken at any time.
7. Registering to take the Part 107 sUAS Initial Aeronautical Knowledge Test:
   1. Before a person can take the sUAS Initial Aeronautical Knowledge Test at an FAA recognized testing center, that person must obtain an FAA Tracking Number (FTN). To obtain an FTN a person must create an account in the Integrated Airman Certification and Rating Application (IACRA) system. For detailed instructions on how to obtain an FTN, see the FAA Airman Certificate Testing Service (ACTS) Contract Briefing.

      NOTE-

      Any person who has any FAA Airman Certificate will already have an FTN.

      NOTE-

      The FAA's Airman Certificate Testing Service (ACTS) Contract Briefing, may be viewed at: https://www.youtube.com/watch?v=ETLsH8BruBM.

   2. Once an applicant has their FTN, they will go to the testing vendor's website and register for the test. The FAA testing vendor is PSI Services LLC.

      NOTE-

      The PSI Services LLC website may be viewed at: https://candidate.psiexams.com/.

8. Applying for a 14 CFR Part 107 sUAS Certificate. The Become a Drone Pilot website has instructions on how to obtain the 14 CFR Part 107 Pilot Certificate, following testing or online training completion.

   NOTE-

   The Become a Drone Pilot website may be viewed at:
   https://www.faa.gov/uas/commercial_operators/become_a_drone_pilot/.

9. Night Operations and Operations over People:
   1. A person who holds a sUAS Certificate is afforded all of the privileges of the certificate. This includes the ability to operate at night and over people without a waiver, under certain conditions. See paragraph 11-8-3, Precautions: Flight Over or Near People, Vehicles, Manned Aircraft, and Night Flight, for further information on these operations.
   2. Any remote pilot who holds a 14 CFR Part 107 sUAS certificate issued prior to April 6, 2021, must take the updated recurrent training (the online training) to operate at night or over people.

1. When operating as a PAO, the operator is required to train and the agency will self-certify pilots as competent to safely operate in the NAS.
2. For more information and best practices on pilot certification and training within the framework of a PAO, refer to AC 00-1.1, Public Aircraft Operations—Manned and Unmanned.

   REFERENCE-

   AC 00-1.1, Public Aircraft Operations—Manned and Unmanned.

1. Currently, FAA regulations require a commercial pilot certificate for 14 CFR Part 135 Remote PICs.
2. Pilot certification for 14 CFR Part 137. For civil UAS agricultural aircraft operations, the 14 CFR Section 137.19(b) and (c) requirement (that the pilot hold a private or commercial pilot certificate) is exempted; only a 14 CFR Part 107 pilot certificate is required. This policy pertains to all UAS regardless of weight. However, all civil pilots conducting agricultural aircraft operations must satisfactorily pass the knowledge and skill test of 14 CFR Section 137.19(e) and 14 CFR Section 137.41(b) or (c).
3. Pilot certification for other large civil UAS. Requirements for future large civil UAS operations will be addressed in future rulemaking.

1. Part 107 Operations:
   1. Foreign national holding a U.S. issued 14 CFR Part 61 certificate. Foreign nationals are eligible for a sUAS certificate in the same way that a U.S. citizen is eligible.
   2. Foreign national not holding a U.S. issued 14 CFR Part 61 certificate. A foreign national who does not hold a U.S.-issued 14 CFR Part 61 certificate, must take and pass the Initial Aeronautical Knowledge Test to obtain a sUAS Pilot Certificate in order to operate in the NAS.
2. Recreational Flyer Operations A foreign national is required to have passed TRUST to fly a UAS recreationally under 49 USC 44809 in the United States.
3. Security vetting. All applicants, regardless of nationality, must pass a Transportation Security Administration (TSA) Security Threat Analysis (STA) before the FAA will issue a temporary or permanent Pilot's Certificate under Part 107.
4. Bi-lateral agreements. Currently, the United States does not have any bi-lateral agreements with any other countries that would allow the issuance of a U.S. sUAS certificate that is based on a foreign UAS Pilot's Certificate.

1. Advanced Air Mobility (AAM) is a rapidly-emerging, new sector of the aerospace industry which aims to safely and efficiently integrate highly automated aircraft into the NAS. AAM is not a single technology, but rather a collection of new and emerging technologies being applied to the aviation transportation system, particularly in new aircraft types. Notional AAM use-cases include Urban Air Mobility (UAM), Regional Air Mobility (RAM), public services, large cargo delivery, and private or recreational vehicles.
2. UAM and RAM are subsets of AAM activities occurring in urban environments.

1. Larger public and civil UAS operate from military, civilian and dual-use airports with set protocols and agreements with local ATC, often operate under IFR.
2. sUAS operations on airports require coordination with the airport operator and respective air traffic control facility, Spectrum, the FAA Regional Airport District Office, or the State Department of Aviation, where applicable. Due to the complex nature of these operations, requests for on-airport operations within controlled airspace must be submitted via DroneZone for coordination with the air traffic control facility. On-airport operation requests are evaluated on a case-by-case basis due to the inherent risks associated with operating in close proximity to areas frequented by manned aircraft.

   NOTE-

   The FAA's DroneZone website may be viewed at: https://faadronezone.faa.gov/#/.

Responsibility of the UAS pilot. Just as is the case with a manned aircraft, the UAS remote pilot or recreational flyer is responsible for the safe operation of their unmanned aircraft. The remote pilot or recreational flyer must ensure that they are physically ready to fly and knowledgeable of the flight to be performed to include operational parameters, UAS limitations, local weather, and applicable flight rules; that the UAS itself is mechanically ready.

Coordination and/or communication of airspace authorizations, between UAS pilots or operators and ATC, are handled within the airspace access processes (e.g., LAANC, DroneZone, CAPS). They are not coordinated extemporaneously and verbally between the UAS operator and ATC. Any requirements for coordination and/or communication between UAS operator and ATC will be contained in individual COAs, which may include operational waivers, development of LOAs, and through other application processes which allow access to controlled airspace. Any air traffic services provided to sUAS operations shall be based upon the type of airspace authorization issued, along with the mitigations and limitations included in that authorization.

NOTE-

1. Small UAS operators should not contact ATC directly by radio or telephone for purposes of airspace access. Also, the use of an aviation radio frequency by the RPIC of a sUAS may constitute a violation of Federal Communications Commission rules. Remote pilots of larger UAS—which are usually under positive control by ATC and flying under Instrument Flight Rules—are an exception to this guideline.
2. Small UAS operators are encouraged to monitor local CTAF radio traffic when operating on or near an airport, for situational awareness.

1. Flight over or near people and vehicles:
   1. Remote pilots and recreational flyers should carefully consider the hazards of flight operations over or near people. 14 CFR Part 107, subpart D, Operations Over Human Beings, allows certain Operations Over People (OOP) and vehicles, based upon four different operational categories of UA weight and construction, and the likely severity of injury to people on the ground, in the case of contact. Part 107 operators may request a waiver to these restrictions.
   2. Part 91 remote pilots may refer to restrictions and permissions, regarding flight over people, in their respective COAs.
   3. Recreational flyers should consider the safety of other persons when flying. 49 USC 44809(a)(2), Exception for Limited Recreational Operations of Unmanned Aircraft, requires recreational flyers to operate in accordance with the safety guidelines of an accepted CBO; these guidelines will usually include safety precautions for flight near people.
   4. For further information on the rules for flying over people or vehicles, see paragraph 11-4-6, Airspace Restrictions to Flight.

      REFERENCE-

      14 CFR Part 107, Subpart D, Operations Over Human Beings.
      49 USC 44809(a)(2), Exception for Limited Recreational Operations of Unmanned Aircraft.

2. Flight in the Vicinity of Manned Aircraft:
   1. The pilot of any unmanned aircraft operation retains the ultimate responsibility to avoid manned aircraft traffic. UAS operators should remember that manned aircraft may fly below 400 feet AGL; examples include helicopters, agricultural aircraft, light civil aircraft, and military aircraft. UAS pilots must ensure they have unblocked visual access to both their UAS and the airspace around it; not seeing a manned aircraft due to blocked line of sight does not absolve the UAS pilot from responsibility for avoidance.
   2. Should public safety or emergency responder aircraft (e.g., police, fire suppression, helicopter emergency medical services) operations be interfered with by UAS, substantial fines can be levied on the UAS operators involved. Enforcement actions can include revocation or suspension of a pilot certificate, and up to a $20,000 civil penalty per violation.
3. Night Operations.
   1. Night operations are permitted under 14 CFR Parts 91, 14 CFR Part 107, and Section 44809. However, requirements for meteorological visibility, and for the operator or visual observer (VO) to maintain VLOS with the UAS at all times, should be considered; see subparagraph 11-5-1i.
   2. 14 CFR Section 107.29, Operation at Night, requirements include initial pilot training and equipment such as an anti-collision light which is visible for at least three statute miles, with a flash rate sufficient to avoid a collision.
   3. Part 91 operators civil and PAO should refer to their specific COAs for any further instructions or limitations on night flight.

      REFERENCE-

      14 CFR Section 107.29, Operation at Night.

1. Reporting responsibility. A drone crash or malfunction, irrespective of which flight rules govern the flight, may trigger a reporting requirement to either the FAA, the NTSB, or both. The NTSB reporting requirements listed in 49 CFR 830.5, Immediate Notification, are separate and distinct from the FAA reporting requirements. All UAS flyers operating in the NAS recreational, civil, and public are encouraged to read and follow NTSB reporting requirements should they experience a crash or malfunction that meets NTSB criteria and triggers NTSB reporting. See NTSB Reporting Requirements and subparagraph 11-8-4b. COAs issued to Part 91 civil and public operators will contain specific incident/accident reporting requirements for the operator.
   1. Part 107 Operations. Part 107 operators have a reporting requirement described in 14 CFR Section 107.9, Accident Reporting. A remote pilot-in-command is required to report any sUAS crash that causes serious injury or loss of consciousness, or property damage other than to the UAS of over $500. Property damage refers to any property that is not part of the UA System or attached to the UAS.
   2. Recreational Flyer Operations. Recreational flyers fully complying with the exception listed in 49 USC 44809 are not required to report crashes to the FAA. However, this does not alleviate the recreational flyer from the requirement to report the crash to the NTSB if the crash meets the NTSB reporting requirements.
   3. Part 91 Operations. Part 91 operators typically flown by public aircraft operators, civil aircraft operators, or civil operators flying FAA type certificated UAS have unique reporting requirements delineated in the terms and conditions of their certificate of waiver/authorization and must comply with those specific requirements.
2. NTSB Reporting Requirements. The NTSB defines a UAS accident as an occurrence associated with the operations of any public or civil UAS that takes place between the time that the system is activated with the purpose of flight and the time that the system is deactivated at the conclusion of its mission, in which any person suffers death or serious injury, or the UAS holds an airworthiness certificate and sustains substantial damage. In the case of a midair collision involving a UAS, any midair collision must be reported.

   REFERENCE-

   14 CFR Section 830.5, Immediate Notification.
   14 CFR Section 107.9, Accident Reporting.

1. Background. UAS are used by public safety agencies to respond to emergencies. The SGI process is for any Part 107 or Part 91 operator that either due to time limitations, airspace restrictions or emergency situations that requires expedited authorization by contacting the system operations support center (SOSC) at 9-ATOR-HQ-SOSC@faa.gov.
2. The SGI process, depending on the nature of the operation, can be completed in a matter of minutes. This process enables response to an emergency with UAS in an expeditious manner.
3. Public Safety organizations may apply for expedited airspace authorizations through the SGI process. The SGI process is defined in FAA Order JO 7210.3, Facility Operation and Administration.

   REFERENCE-

   FAA Order JO 7210.3, Facility Operation and Administration.

4. Additional information regarding SGI authorizations can be located at the FAA's Emergency Situations webpage.

   NOTE-

   The FAA's Emergency Situations website may be reviewed at:
   https://www.faa.gov/uas/advanced_operations/emergency_situations/.

1. Unmanned aircraft operate in a similar environment to manned aircraft. Since most UAS operations are conducted at low altitude, hazards, risks and potential environment factors may be encountered on a more frequent basis. In addition to the Bird Hazards, Flight over National Refuges, Parks, and Forests, the following factors must also be considered:
   1. Flight Near Protected Conservation Areas. UAS, if misused, can have devastating impacts on protected wildlife. UAS operators may check for conservation area airspace restrictions on the B4UFLY mobile app.
   2. Flight(s) Near Noise Sensitive Areas. Consider the following:
      1. UAS operations and flight paths should be planned to avoid prolonged or repetitive flight at low altitude near noise sensitive areas.
      2. As described in FAA Order 1050.1, Environmental Impact: Policies and Procedures, an area is “noise sensitive” if noise interferes with any normal activities associated with the area's use.

         REFERENCE-

         FAA Order 1050.1, Environmental Impact: Policies and Procedures.

      3. To the extent consistent with FAA safety requirements, operators should observe best practices developed by the National Park Service, U.S. Fish and Wildlife Service, U.S. Forest Service, and National Oceanic and Atmospheric Administration when operating above areas administered by those agencies. The National Park Service provides additional guidance at their Unmanned Aircraft Systems website.

         NOTE-

         The National Park Service, Unmanned Aircraft Systems website may be viewed at: https://www.nps.gov/subjects/sound/uas.htm.

2. Some bird species have shown the potential to attack UAS that approach their nesting and hunting areas too closely. The type of birds that are most likely to attack sUAS are raptors such as hawks, eagles, and falcons. However, gulls, geese, and crows have also been known to attack UAS. Aggressive bird attacks may damage UAS propellers or other critical equipment, and may result in sudden loss of power or engine failure. Remote pilots and recreational flyers should consider reviewing engine-out procedures, especially when operating near high bird concentrations.

1. FAA.GOV/UAS. The FAA UAS website, www.faa.gov/uas, is the central point for information about FAA UAS rules, regulations, and safety best practices.
2. FAA DroneZone. The FAA DroneZone is the Agency's portal for registering drones, requesting Part 107 airspace authorizations and waivers, registering as a CBO, requesting fixed flying sites, and other tasks.
3. Local FAA offices (Flight Standards District Offices/FSDOs). FSDOs can be the best in-person source for UAS information. A list of FSDOs in the United States is at
   https://www.faa.gov/about/office_org/field_offices/fsdo/all_fsdos/.
4. Aeronautical Information. The FAA provides aeronautical information to NAS users, including UAS pilots, through a variety of methods, including publications like this manual, other publications, Advisory Circulars (ACs), charts, website and mobile applications, etc.
   Check https://www.faa.gov/air_traffic/flight_info/aeronav/ for these items.
5. The UAS Support Center. For general question or comment about UAS or drones, the FAA's Support Center is available at 844-FLY-MY-UA or UASHelp@faa.gov.
6. Clubs and Associations. Local UAS recreational clubs, CBO organizations, and business associations are excellent resources for information and updates on flying in the local region.
7. LAANC. LAANC is the Low Altitude Authorization and Notification Capability, a collaboration between FAA and industry. It automates the application and approval process for airspace authorizations. Using applications developed by an FAA-approved UAS service supplier (USS) you can apply for an airspace authorization at over 600 airports. Download the free LAANC app at https://www.faa.gov/uas/programs_partnerships/data_exchange/.
8. B4UFLY. The B4UFLY mobile application is a partnership between the FAA and Kittyhawk. The app helps recreational flyers know whether it is safe to fly their drone, as well as increases their situational awareness. Download the free B4UFLY app at https://www.faa.gov/uas/recreational_fliers/where_can_i_fly/b4ufly/.
9. Weather Sources. Aviation weather services (such as https://www.aviationweather.gov/) are generally targeted towards manned aviation, the FAA is currently working on UAS-specific weather applications.
10. NOTAMs. The Notice to Air Missions (NOTAM) system, like aviation weather sources, remains primarily predicated on manned aviation needs. However, the system provides continual updates on all aviation activity (to include UAS flight activities which have been input to the FAA), as well as airport status. The NOTAM system will be of greatest use to larger UAS activities, UAS en route operations in controlled airspace, and those flying to or from airports. NOTAMs, temporary flight restrictions (TFRs), and aircraft safety alerts can be accessed at https://www.faa.gov/pilots/safety/notams_tfr/.