1: Regulations

Introduction

Remote Pilot Certification

Remote Pilot Privileges

Supporting Crew Roles

Falsification, Reproduction, or Alteration

Accident Reporting

FAA Inspections

sUAS Registration

Remote Identification (Remote ID)

Preflight Action and Inspection

Carriage of Hazardous Material

Operation at Night

Visual Line of Sight (VLOS)

Operating Limitations

Right-of-Way Rules

Operation Over Human Beings

Operation from Moving Vehicles or Aircraft

Privacy and Other Considerations

Alcohol and Drugs

Change of Address

Waivers

Introduction

The Federal Aviation Administration (FAA) has adopted specific rules to allow the operation of civil small unmanned aircraft systems (sUAS) in the National Airspace System (NAS) for purposes other than hobby and recreation. The rules are specified in Title 14 of the Code of Federal Regulations (14 CFR) Part 107, “Small Unmanned Aircraft Systems.” Part 107 addresses sUAS classification, certification, and operational limitations and applies to the operation of certain civil small unmanned aircraft within the NAS. Except for certain excluded aircraft operations, any aircraft that meets the criteria below is considered a small unmanned aircraft.

Small unmanned aircraft:

You will see a number of different terms throughout this book used to refer to sUAS. This includes unmanned aircraft, small unmanned aircraft, UA, UAS, and sUAS. Any of these terms may be found on your FAA Knowledge Exam.

An sUAS includes the unmanned aircraft itself and its associated elements that are required for safe operation, such as communication links and components that control the aircraft.

Not all small unmanned aircraft are subject to 14 CFR Part 107. Part 107 does not apply to model aircraft that meet the criteria in 14 CFR §101.41 (for aircraft that meet the conditions in section 336 of Public Law 112-95), e.g. amateur rockets, moored balloons or unmanned free balloons, kites, operations conducted outside the United States, public aircraft operations, and air carrier operations. Hobbyists conducting recreational operations should follow the procedures in Advisory Circular (AC) 91-57, Model Aircraft Operating Standards, as well as 14 CFR §§101.41 and 101.43.

An inflight emergency is an unexpected and unforeseen serious occurrence or situation that requires urgent, prompt action. In case of an inflight emergency, the remote pilot-in-command (PIC) is permitted to deviate from any rule of Part 107 to the extent necessary to respond to that emergency. A remote PIC who exercises this emergency power to deviate from the rules of Part 107 is required, upon FAA request, to send a written report to the FAA explaining the deviation. Emergency action should be taken in such a way as to minimize injury or damage to property.

The following defined terms are pertinent to the Remote Pilot with an sUAS rating:

Remote Pilot Certification

When a pilot certificate is issued, it lists the certification level which defines the privileges and limitations of that certificate holder, such as remote pilot, private pilot, flight instructor, or airline transport pilot (ATP). Additionally, the issued pilot certificate will include the category of aircraft in which the certificate holder is qualified. The term “category” means a broad classification of aircraft, such as airplane, rotorcraft, glider, and lighter-than-air. Small unmanned aircraft is a “rating.”

An sUAS operation may involve one individual or a team of crewmembers. These sUAS crew roles are a remote PIC, a person manipulating, and a VO.

In the aviation context, the FAA typically refers to “licensing” as “certification.” Just like a manned aircraft PIC, the remote PIC of an sUAS is directly responsible for, and is the final authority as to, the operation of that UAS. Additionally, a person manipulating the controls can participate in flight operations under certain conditions.

A person acting as a remote PIC of an sUAS in the NAS under Part 107 must obtain a Remote Pilot Certificate with an sUAS rating issued by the FAA prior to sUAS operation. The remote PIC must have this certificate easily accessible during flight operations.

To apply for a Part 107 Remote Pilot Certificate with an sUAS Rating, you must satisfy the following eligibility requirements:

Applicants for a Part 107 Remote Pilot Certificate with an sUAS Rating must meet the following requirements in order to gain and retain the knowledge necessary to safely operate UAS in the NAS.

Applicant

Initial Requirements

Recurrent Requirements (every 24 months)

Part 61 Pilot Certificate Holder with a Current Flight Review (per 14 CFR §61.56)

The faasafety.gov initial online course, or the FAA UAG Knowledge Exam

The recurrent online course at faasafety.gov

Any Other Applicant

The FAA UAG Knowledge Exam

The recurrent online course at faasafety.gov

After you satisfy the applicable training or testing requirements, you may apply for a Part 107 Remote Pilot Certificate with an sUAS Rating through an online or paper process. The FAA encourages the use of an online application through the Integrated Airman Certificate and/or Rating Application (IACRA). A paper process is available using FAA Form 8710-13, Remote Pilot Certificate and/or Rating Application, however the paper application requires increased processing time and will delay the issuance of your permanent certificate. The application must be submitted to a Flight Standards Office (FSDO), a designated pilot examiner (DPE), an airman certification representative for a pilot school, a certified flight instructor (CFI), or other person authorized by an FAA Administrator to process the application. A temporary certificate will be issued, valid until receipt of the permanent certificate or for up to 120 calendar days.

After the FAA receives the application, the Transportation Security Administration (TSA) will automatically conduct a background security screening of the applicant prior to issuance of a remote pilot certificate. If the security screening is successful, the FAA will issue a permanent remote pilot certificate. If the security screening is not successful, the applicant will be disqualified and a pilot certificate will not be issued. Individuals who believe that they improperly failed a security threat assessment may appeal the decision to the TSA.

Remote Pilot Certificate holders with an sUAS rating must meet the recurrent training requirements every 24 months. This retraining can be satisfied by completing the online FAA course or taking the FAA Knowledge Exam.

Remote Pilot Privileges

The remote PIC is directly responsible for and is the final authority as to the operation of the sUAS conducted under Part 107. He or she must:

Being able to safely operate the sUAS relies on, among other things, the physical and mental capabilities of the remote PIC, person manipulating the controls, VO, and any other direct participant in the sUAS operation. Though the person manipulating the controls of an sUAS and VO are not required to obtain an airman medical certificate, they may not participate in the operation of an sUAS 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 sUAS.

A person may not operate or act as a remote PIC or VO in the operation of more than one UA at the same time. Additionally, Part 107 allows transfer of control of an sUAS between certificated remote pilots. Two or more certificated remote pilots transferring operational control (i.e., the remote PIC designation) to each other may do so only if they are both capable of maintaining VLOS of the sUA and without loss of control (LOC). For example, one remote pilot may be designated the remote PIC at the beginning of the operation, and then at some point in the operation another remote pilot may take over as remote PIC by positively communicating that he or she is doing so. As the person responsible for the safe operation of the UAS, any remote pilot who will assume remote PIC duties should meet all of the requirements of Part 107, including awareness of factors that could affect the flight.

Supporting Crew Roles

A person who does not hold a Remote Pilot Certificate or a remote pilot that that has not met the recurrent testing/training requirements of Part 107 may operate the flight controls of an sUAS under Part 107, as long as he or she is directly supervised by a remote PIC and the remote PIC has the ability to immediately take direct control of the sUAS. This ability is necessary to ensure that the remote PIC can quickly address any hazardous situation before an accident occurs.

The remote PIC can take over the flight controls by using a number of different methods. For example, the operation could involve a “buddy box” type of system that uses two control stations (CS): one for the person manipulating the flight controls, and one for the remote PIC that allows the remote PIC to override the other CS and immediately take direct control of the sUA. Another method involves the remote PIC standing close enough to the person manipulating the flight controls to be able to physically take over the CS from that person. A third method could employ the use of an automation system whereby the remote PIC could immediately engage that system to put the sUA in a pre-programmed “safe” mode (such as in a hover, in a holding pattern, or “return home”).

An autonomous operation is when the autopilot onboard the sUA performs certain functions without direct pilot input. For example, the remote pilot can input a flight route into the CS, which then sends it to the autopilot that is installed in the sUA. During autonomous flight, flight control inputs are made by components onboard the aircraft, not from a CS. Thus, the remote PIC could lose the control link to the sUA and the aircraft would still continue to fly the programmed mission and/or return home to land.

When the sUA is flying autonomously, the remote PIC also must have the ability to change routing or altitude, or to command the aircraft to land immediately. The ability to direct the sUA may be through manual manipulation of the flight controls or through commands using automation. The remote PIC must retain the ability to direct the sUA to ensure compliance with the requirements of Part 107. There are different methods a remote PIC may utilize to direct the sUA to ensure compliance with Part 107. For example, the remote PIC may transmit a command for the autonomous aircraft to climb, descend, land now, proceed to a new waypoint, enter an orbit pattern, or return to home. Any of these methods may be used to satisfactorily avoid a hazard or give right-of-way. The use of automation does not allow a person to simultaneously operate more than one sUA.

The role of VOs is to alert the rest of the crew about potential hazards during sUAS operations. The use of VOs is optional. However, the remote PIC may use one or more VOs to supplement situational awareness and VLOS responsibilities while the remote PIC is conducting other mission-critical duties (such as checking displays). The remote PIC must make certain that all VOs:

Falsification, Reproduction, or Alteration

The FAA relies on information provided by owners and remote pilots of sUAS when it authorizes operations or when it has to make a compliance determination. Accordingly, the FAA may take appropriate action against an sUAS owner, operator, remote PIC, or anyone else who fraudulently or knowingly provides false records or reports, or otherwise reproduces or alters any records, reports, or other information for fraudulent purposes. Such action could include civil sanctions and the suspension or revocation of a certificate or waiver.

Accident Reporting

The remote PIC must report any sUAS accident to the FAA, within 10 days of the operation, if any of the following thresholds are met:

For example, a sUA damages property of which the fair market value is $200, and it would cost $600 to repair the damage. Because the fair market value is below $500, this accident is not required to be reported. Similarly, if the aircraft causes $200 worth of damage to property whose fair market value is $600, that accident is also not required to be reported because the repair cost is below $500.

The accident report must be made within 10 calendar days of the operation that created the injury or damage. The report may be submitted to the appropriate FAA Regional Operations Center (ROC) or FSDO electronically (faa.gov/uas) or by telephone. The report should include the following information:

  1. sUAS remote PIC’s name and contact information;
  2. sUAS remote PIC’s FAA airman certificate number;
  3. sUAS registration number issued to the aircraft, if required (FAA registration number);
  4. Location of the accident;
  5. Date of the accident;
  6. Time of the accident;
  7. Person(s) injured and extent of injury, if any or known;
  8. Property damaged and extent of damage, if any or known; and
  9. Description of what happened.

A serious injury qualifies as Level 3 or higher on the Abbreviated Injury Scale (AIS) of the Association for the Advancement of Automotive Medicine. This scale is an anatomical scoring system that is widely used by emergency medical personnel. In the AIS system, injuries are ranked on a scale of 1 to 6; Level 1 is a minor injury, Level 2 is moderate, Level 3 is serious, Level 4 is severe, Level 5 is critical, and Level 6 is a nonsurvivable injury. It would be considered a serious injury if a person requires hospitalization, and the injury is fully reversible including, but not limited to:

In addition to this FAA report, and in accordance with the criteria established by the National Transportation Safety Board (NTSB), certain sUAS accidents must also be reported to the NTSB.

FAA Inspections

You must make available to the FAA, upon request, the sUAS for inspection or testing. In addition, you must verify before flight that all required documentation is physically or electronically available in the event of an on-site FAA inspection. Such documentation may include:

sUAS Registration

Most sUAS must be registered with the FAA prior to operating in the NAS. Owners must register the sUAS if it is greater than 0.55 pounds, less than 55 pounds, and operated under the provisions of Part 107. The owner must satisfy the registration requirements described in Part 47, “Aircraft Registration,” or Part 48, “Registration and Marking Requirements for Small Unmanned Aircraft.” The sUAS must be registered by a person who is at least 13 years of age. Part 48 establishes the online registration option for sUAS that will be operated only within the territorial limits of the United States. A Certificate of Aircraft registration expires 3 years after the date of issue unless it is renewed

An sUAS operation requires a Foreign Aircraft Permit if it involves a civil aircraft that is:

If either criteria is met, the remote PIC should obtain a Foreign Aircraft Permit pursuant to 14 CFR §375.41 before conducting any operations.

Before operation, mark the sUAS to identify that it is registered with the FAA. The registration marking must be:

An FAA airworthiness certification is not required for sUAS. However, the remote PIC must maintain and inspect the sUAS prior to each flight to ensure that it is in a condition for safe operation. For example, inspect the aircraft for equipment damage or malfunctions.

Remote Identification (Remote ID)

Remote ID is the ability of a drone in flight to provide identification and location information via radio frequency (e.g., Wi-Fi or Bluetooth) that can be received by other parties. This information includes:

This information helps the FAA, law enforcement, and other federal agencies find the control station when a drone appears to be flying in an unsafe manner or where it is not allowed to fly. Remote ID also lays the foundation of the safety and security groundwork needed for more complex drone operations.

Effective September 16, 2023, no person may operate an unmanned aircraft within the airspace of the United States unless the operation meets the requirements of 14 CFR §89.110 (standard remote identification) or §89.115 (alternative remote identification) unless otherwise authorized by the FAA.

Standard remote ID broadcasts identification and location information about the drone and its control station. A standard remote ID drone is one that is produced with built-in remote ID broadcast capability in accordance with the remote ID rule’s requirements.

A remote ID broadcast module is an alternative remote ID device that broadcasts identification and location information about the drone and its takeoff location in accordance with the remote ID rule’s requirements. The broadcast module can be added to a drone to retrofit it with remote ID capability. This module is limited to VLOS operations.

The Certificate of Aircraft Registration of the unmanned aircraft used in the operation must include the serial number of the remote ID broadcast module, or the serial number of the unmanned aircraft must be provided to the FAA in a notice of identification prior to the operation.

Standard and alternative remote ID must broadcast from takeoff to shut down. In the event of a broadcast failure, the person manipulating the flight controls must land the unmanned aircraft as soon as practicable.

If the unmanned aircraft operation is being conducted for aeronautical research or to show compliance with regulations, the Administrator may authorize such operations without remote ID capability. Operations without remote ID may also be conducted in an FAA-recognized identification area (FRIA). FRIAs are often community-based organizations or educational institutions that have received prior FAA permission to allow unmanned aircraft to operate in a specified area without remote ID capability.

Preflight Action and Inspection

The remote PIC must complete a preflight familiarization, inspection, and other actions, such as crewmember briefings, prior to beginning flight operations. Before beginning any sUAS flight operation:

Carriage of Hazardous Material

A small unmanned aircraft may not carry hazardous material. Hazardous material means a substance or material that the Secretary of Transportation has determined is capable of posing an unreasonable risk to health, safety, and property when transported in commerce. The term includes hazardous substances, hazardous wastes, marine pollutants, elevated temperature materials, and materials that meet the defining criteria for hazard classes and divisions in 49 CFR Part 173.

Lithium batteries that are installed in an sUAS for power during the operation are not considered a hazardous material under Part 107. However, spare (uninstalled) lithium batteries would meet the definition of hazardous material and may not be carried on the sUAS.

Operation at Night

For operations conducted during civil twilight and night, the sUAS must be equipped with anti-collision lights that are capable of being visible for at least 3 SM. However, the remote PIC may reduce the intensity of the lighting if it would be in the interest of operational safety to do so. For example, the remote PIC may momentarily reduce the lighting intensity if it impacts his or her night vision.

Civil twilight is defined as the period of time before sunrise and after sunset when the sun is not more than six degrees below the horizon.

14 CFR Part 1 defines night as the time between the end of evening civil twilight and the beginning of morning civil twilight, as published in the Federal Air Almanac and converted to local time. The Federal Air Almanac provides tables to determine sunrise and sunset at various latitudes. For example:

Visual Line of Sight (VLOS)

The sUAS must remain within VLOS of flight crewmembers. VLOS means any flight crewmember (i.e., the remote PIC, person manipulating the controls, and VOs if used) is capable of seeing the aircraft with vision unaided by any device other than corrective lenses (spectacles or contact lenses). Vision aids such as binoculars may be used only momentarily to enhance situational awareness. For example, the remote PIC, person manipulating the controls, or VO may use vision aids briefly to avoid flying over persons or to avoid conflicting with other aircraft.

Crewmembers must be able to see the small unmanned aircraft at all times during flight. Therefore, the sUA must be operated closely enough to the CS to ensure visibility requirements are met during small unmanned aircraft operations. The VLOS requirement would not prohibit actions such as scanning the airspace or briefly looking down at the CS. The person maintaining VLOS may have brief moments in which he or she is not looking directly at or cannot see the sUA, but still retains the capability to see the sUA or quickly maneuver it back to VLOS. These moments can be for the safety of the operation (e.g., looking at the controller to see battery life remaining) or for operational necessity.

For operational necessity, the remote PIC or person manipulating the controls may intentionally maneuver the sUA so he or she loses sight of it for brief periods of time. Should the remote PIC or person manipulating the controls lose VLOS of the sUA, he or she must regain VLOS as soon as practicable. For example, a remote PIC stationed on the ground utilizing a sUA to inspect a rooftop may lose sight of the aircraft for brief periods while inspecting the farthest point of the roof. As another example, a remote PIC conducting a search operation around a fire scene with an sUAS may briefly lose sight of the aircraft while it is temporarily behind a dense column of smoke. Although this is a practical application, remote PICs must avoid interfering with emergency responders when operating in and around a fire scene.

Even though the remote PIC may briefly lose sight of the sUA, he or she always has the see-and-avoid responsibilities.

Operating Limitations

The sUAS must be operated in accordance with the following limitations:

Figure 1-1. Flying near a tower

Crewmembers must operate within the following limitations:

Note: These operating limitations are intended, among other things, to support the remote pilot’s ability to identify hazardous conditions relating to encroaching aircraft or persons on the ground, and to take the appropriate actions to maintain safety.

Right-of-Way Rules

No person may operate a small unmanned aircraft in a manner that interferes with operations and traffic patterns at any airport, heliport, or seaplane base. The remote PIC also has a responsibility to remain clear of and yield right-of-way to all other aircraft, manned or unmanned, and avoid other potential hazards that may affect the remote PIC’s operation of the aircraft. This is traditionally referred to as see and avoid.

To satisfy this responsibility, the remote PIC must:

First-person view camera cannot satisfy the see-and-avoid requirement. However, such cameras can be used as long as the see-and-avoid requirement is satisfied in other ways, such as using visual observers.

Operation Over Human Beings

No person may operate an sUAS over a human being unless:

An sUAS may be eligible for one or more of the above categories as long as the remote PIC cannot inadvertently switch between modes or configurations of the categories.

No person may operate an sUAS over a human being located inside a moving vehicle unless it meets one of the four operational categories for operations over people.

For all operations conducted under Category 2 and 3 the sUAS must meet a means of compliance (MOC) and be listed on a current Declaration of Compliance (DOC) with the FAA.

The MOC must consist of a test, analysis, and inspection of procedures for the sUAS detailing how the sUAS meets the requirements of §107.120(a) for Category 2 and §107.130(a) for Category 3. The description should include conditions, environments, and methods, as applicable. In addition, this information needs to be submitted along with a compliance explanation of how application of the MOC fulfills the requirements of §107.120(a) and/or §107.130(a).

If the FAA determines the sUAS meets the MOC for Category 2 or 3, the operator will then need to submit a DOC to the Administrator for approval. Once approved, the DOC must be retained along with all supporting information and made available to the Administrator upon request for a period of at least 2 years.

Operation from Moving Vehicles or Aircraft

Part 107 permits operation of an sUAS from a moving land or water-borne vehicle over a sparsely populated (or unpopulated) area. However, operation from a moving aircraft is prohibited. Additionally, sUA that are transporting another person’s property for compensation or hire may not be operated from any moving vehicle.

Operations from moving vehicles are subject to the same restrictions that apply to all other Part 107 sUAS operations. Examples include:

Other laws, such as state and local traffic laws, may also apply to the conduct of a person driving a vehicle. Many states currently prohibit distracted driving and state or local laws may also be amended in the future to impose restrictions on how cars and public roads may be used with regard to an sUAS operation. The FAA emphasizes that people involved in an sUAS operation are responsible for complying with all applicable laws and not just the FAA’s regulations.

Privacy and Other Considerations

No person may operate an sUAS in a careless or reckless manner that would endanger another person’s life or property. Part 107 also prohibits allowing an object to be dropped from an sUAS in a way that causes undue hazard to persons or property. Examples of hazardous operation include, but are not limited to:

You may operate an sUAS to transport another person’s property (cargo) for compensation or hire provided you comply with the additional requirements described below:

As with other operations in Part 107, sUAS operations involving the transport of property must be conducted within VLOS of the remote pilot. While the VLOS limitation can be waived for some operations under the rule, it cannot be waived for transportation of property. Additionally, Part 107 does not allow the operation of an sUAS from a moving vehicle or aircraft if the sUA is being used to transport property for compensation or hire. This limitation cannot be waived. Additionally, the remote pilot must know the sUAS location in order to determine the attitude, altitude, and direction; to yield the right-of-way to other
aircraft; and to maintain the ability to see and avoid other aircraft.

Other laws, such as state and local privacy laws, may apply to sUAS operations. The remote PIC is responsible for reviewing and complying with such laws prior to operation.

In addition, remote PICs are encouraged to review the Department of Commerce National Telecommunications and Information Administration (NTIA) best practices, which address privacy, transparency, and accountability issues related to private and commercial use of sUAS.

Alcohol and Drugs

Part 107 does not allow operation of an sUAS if the remote PIC, person manipulating the controls, or VO is unable to safely carry out his or her responsibilities. It is the remote PIC’s responsibility to ensure all crewmembers are not participating in the operation while impaired. While drugs and alcohol use are known to impair judgment, certain over-the-counter (OTC) medications and medical conditions could also affect the ability to safely operate a sUA. For example, certain antihistamines and decongestants may cause drowsiness. Pilots can learn more about the impact of drugs and alcohol on flight operations in the Pilot’s Handbook of Aeronautical Knowledge (FAA-H-8083-25).

Part 107 prohibits a person from serving as a remote PIC, person manipulating the controls, VO, or other crewmember if he or she:

A refusal to submit to a test to indicate the percentage by weight of alcohol in the blood, when requested by a law enforcement officer, or a refusal to furnish or authorize the release of the test results requested by the Administrator, is grounds for:

Certain medical conditions, such as epilepsy, may also create a risk to operations. It is the remote PIC’s responsibility to determine that their medical condition is under control and they can safely conduct a UAS operation.

Change of Address

If a remote pilot changes his or her permanent mailing address without notifying the FAA Airman’s Certification Branch, in writing, within 30 days, then he or she may not exercise privileges of his or her certificate.

Waivers

If the remote PIC determines that the operation cannot be conducted within the regulatory structure of Part 107, he or she is responsible for applying for a Certificate of Waiver (CoW) and proposing a safe alternative to the operation. This CoW will allow an sUAS operation to deviate from certain provisions of Part 107 as long as the FAA finds that the proposed operation can be safely conducted under the terms of that CoW.

The Administrator may issue a CoW authorizing a deviation from any regulation specified in 14 CFR §107.205 as listed below:

After submitting your CoW application and supporting documentation via faadronezone.faa.gov, the FAA will determine if the proposed operation can be conducted safely. If the application is denied, you will receive notification stating the reasons for denial. If the waiver or authorization is granted, you will receive direct notification with:

[10-2024]