FAA drone registration is now part of the law

FAA drone registration is now part of the law

Get ready to fork up a few dollars to register that hefty but totally innocent drone of yours. The FAA’s requirement to have drones of certain weights registered is now back and this time it has some staying power. More than just an FAA rule, it has become part of the US law. That is partly due to the fact that the registration requirement is just a very small part of a larger, and more expensive, National Defense Authorization Act that US President Trump just signed into law.

 The Federal Aviation Administration’s 2015 rules requiring owners of drones weighing between 0.5 and 55 lbs to register their flying robots was shot down just last May by a D.C. appeals court. The court argued that the FAA didn’t have the authority to regulate such products, which it categorized under model aircraft. The FAA, naturally, said it would think of another strategy.

That strategy might have been to sneak in the requirement into a broader law, one that Trump would undoubtedly sign. The $700 billion act was, after all, in line with Trump’s goal of boosting the US’ military chops. He might have been willing to overlook a minuscule part of the Act that would have repercussions for unassuming consumers.

The FAA is naturally happy about the turn of events, but it’s not going to be smooth-sailing forward. Before the courts shot down its registration rule, the FAA already collected $5 from the 838,620 owners who already registered. The agency already started refunding those in response to the ruling. Now both the FAA and drone owners are left in limbo on how to proceed now that the requirement has been reinstated.

While many consumers, especially those with tiny drones, will be none too happy, it’s not exactly surprising that the law has headed in this direction. The number of drones taking to the skies is growing rapidly, and some of them flying into places they have no business being in. Unsurprisingly, there are even those, including US officials, who have come to see drones as potential weapons or, at the very least, spying machines for other governments.

by JC Torres


2017-12-13T10:21:12-07:00 December 13th, 2017|Aviation News, Aviation Safety, Blog, drones, FAA|

White House Announces Drone Regulation Pilot Program

AeroVironment Qube quadcopter

The U.S. Department of Transportation (DOT) will conduct a pilot program to evaluate how state and local governments might participate in regulating drone traffic at low altitudes—a role the FAA now serves. The department expects to select at least five industry-government partnerships to test the proposition.

According to the October 25 announcement, President Donald Trump issued a memorandum directing Transportation Secretary Elaine Chao to begin the Unmanned Aircraft Systems Integration Pilot Program. The DOT will issue an official public notice in the Federal Register in the coming days with details about the application process. Selections will be made within 180 days of the notice for what is planned as a three-year program.

Participating local governments and drone operators will have “regulatory certainty and stability” to conduct various operations, including night flights, flights over people, flights beyond the pilot’s visual line of sight and package delivery, the DOT said. The program also will serve as a testbed for detect-and-avoid and counter-UAStechnologies.

Importantly, the partnerships will evaluate the issue of federal preemption as applied to drones—testing where and when a community should regulate low-flying aircraft relative to the FAA. The federal government has claimed sovereignty of the airspace since 1926, but drones have complicated that understanding.

The pilot program will draw on the findings of a “roles and responsibilities” work group of the FAA’s Drone Advisory Committee (DAC) called Task Group 1. In July, AIN reported that state and local governments largely were not participating on the work group, apparently due to concerns that industry was over-represented. More recently, The Washington Post, citing internal documents and emails, reported that the process “has been riven by suspicion and dysfunction.” One of the newspaper’s sources complained that a representative of Shenzhen, China-based DJI, the world’s leading small-drone manufacturer, co-chairs the task group.

Plans call for Task Group 1 and other work groups to summarize their findings at the next full DAC meeting, which is scheduled for November 8 at Amazon headquarters in Seattle. Pre-registration is required to attend the meeting, according to federal advisory organization RTCA, which manages the committee.

2017-10-26T10:23:34-06:00 October 26th, 2017|Aviation News, Blog, FAA, UAV|

FAA Rolling Out New Flight Standards Organization

The FAA took the next step in rolling out the newly reorganized Flight Standards Service with the release of an Information to Operators (InFO) outlining changes ahead that are designed to foster “efficiency and agility.” According to the InFO, “The Future of Flights Standards (FFS) Initiative is a service-wide effort to transform the culture of Flight Standards into an organization that facilitates critical thinking, interdependence and consistency to better serve aviation safety.”

To be implemented this month, the changes include the elimination of regional Flight Standards offices and the creation of four functional organizations: Air Carrier Safety Assurance, General Aviation Safety Assurance, Safety Standards and Foundational Business. This will create a streamlined structure to facilitate “faster response times, single points of accountability in each functional organization, greater agility and consistency,” the agency said.

Existing FAA-issued documents, media and products issued remain valid, the FAA said, but it encouraged aviation stakeholders to learn more about the new organization at its Flight Standards Information Management System page.

Plans call for Flight Standards to fill new manager vacancies in upcoming weeks with the hopes of having them staffed by or shortly after the August 20 transition date, and FAA leadership are holding meetings with the new functional organizations, Flight Standards director John Duncan said.

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by AINalerts 8/7/2017

2017-08-07T13:59:41-06:00 August 7th, 2017|ATC, Blog, FAA, FAA Authorization|

Senate Funding Bill Would Ban ATC Privatization Efforts

The U.S. Senate Appropriations Committee agreed to scale up the FAA’s budget to nearly $17 billion next year in a comprehensive funding bill that also clearly outlines the committee’s objections to proposals to create an independent air traffic control organization. On Thursday, the committee approved the Fiscal Year 2018 Transportation, Housing and Urban Development and related agencies bill, calling for a $16.97 billion budget for the FAA.

This funding would mark more than a $500 million increase over this year’s levels and an $800 million boost over the White House request. The bill also would provide $300 million more than the House version.

Notably, the bill would outright ban the use of funding to “to plan, design, or implement the privatization of the air traffic organization functions.” In report language accompanying the bill, the committee rejected the proposal to create an independent ATC organization. “The rigorous and yearly oversight of the budget and programs of the FAA is necessary to ensure the transparency and integrity of the public’s investment in the air traffic control system,” the appropriators said. “The proposed shift does not serve the public interest and would only create a new bureaucracy that is unaccountable to the public and the communities surrounding our network of airports.”

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by AINalerts Ju;y 31, 2017

2017-07-31T15:34:09-06:00 July 31st, 2017|Blog, FAA, FAA Authorization|

Senate Appropriators Issue a Bipartisan Rejection of ATC Privatization

NBAA on July 28 commended the Senate Appropriations Committee for rejecting privatization of the nation’s ATC system in an annual federal spending bill. Proposals for privatizing ATC have been pushed by the big airlines as part of a continuing debate over FAA reauthorization, but NBAA has mobilized the business aviation community to oppose such legislation, offering several Contact Congress tools, including a new toll-free action line: 1-833-GA-VOICE. Learn more.

by NBAA 7/31/2017

2017-07-31T10:06:27-06:00 July 31st, 2017|Aviation News, Blog, FAA, Government Regulation|

ATC Proposal Still Facing Uncertain Fate in U.S. House

Comprehensive U.S. FAA reauthorization was left off this week’s schedule for consideration on the House floor, suggesting the bill’s controversial air traffic control reorganization proposal still has not attracted sufficient votes for passage. But the bill’s primary backers, including House Transportation and Infrastructure Committee chairman Bill Shuster (R-Pennsylvania) and House General Aviation Caucus co-chair Sam Graves (R-Missouri), continue a major push to sway undecided votes in the House and to soften opposition within the ranks of the general aviation industry. And, while time is running out for now—the House is expected to enter August recess after this week—the bill still could be placed to the agenda as a last-minute addition.

Shuster and Graves have been reaching out to general and business aviation leaders, both individual company chiefs and organizations, to state their case for creating a user-funded air traffic organization separate from the FAA. Their message is resonating to a point, with one industry individual noting, “I have to say, to the unwashed, they tell a good story.”

One also noted that Graves indicated that he has not heard a full explanation of the general aviation objections to protections placed in the bill for access and against new user fees on the industry, which he said were his requirements for support. This elicited a reaction from another industry leader that Graves “not only knows [why we object]…he knows better.”

The general aviation groups, meanwhile, are working to continue to explain their concerns about the issue to both Congress and industry. The community highlighted a new “ATC is Not For Sale” campaign that showcases opposition to the ATC proposal from famed pilot Chesley “Sully” Sullenberger.

Also, general aviation leaders are hosting a town hall meeting today during EAA AirVenture 2017 to appeal to attendees to contact their members of Congress. “Over half of the 70,000 flights per day in the U.S. system are general aviation flights, and the proposal in this bill will not protect airspace access and air traffic service for the industry,” said General Aviation Manufacturers Association president and CEO Pete Bunce.

Other supporters of the reform proposal recently have written letters or issued statements in support. More than a dozen people who served under the Clinton and Bush Administrations—including former Transportation Secretaries Federico Pena and Norman Mineta—signed onto to a letter to lawmakers, saying, “With more than 60 other countries having acted, reform of the U.S. air traffic control system is overdue. We urge you to support it.”

The former officials signing the letter go on to state that they don’t necessarily agree with everything in the House bill as outlined: “In particular, we think it could be improved by making owners of business jets (turbine aircraft) subject to the same cost-based charges that commercial aircraft operators will face.” But they add, “We believe the bill overall would benefit our nation and deserves bipartisan support.”

by Kerry Lynch – July 24, 2017, 11:01 AM

2017-07-26T08:04:33-06:00 July 26th, 2017|Aviation News, Blog, FAA, FAA Authorization|

A federal appeals court shoots down the FAA’s drone registry requirement

The FAA’s drone database hit a major snag this week, courtesy of a U.S. Court of Appeals ruling. The D.C.-based court sided with drone hobbyist John Taylor, who argued that the Federal Aviation Administration doesn’t have jurisdiction over what the law classifies as model aircraft.

“Taylor does not think that the FAA had the statutory authority to issue the Registration Rule and require him to register,” Circuit Judge Brett Kavanaugh wrote in the statement. “Taylor is right.”

The court argued that the drone registration database violates 2012’s FAA Modernization and Reform Act, which states that the body, “may not promulgate any rule or regulation regarding a model aircraft.”

The database was proposed in 2015 to addressing growing drone ownership in the U.S., which has brought with it a number of privacy and safety concerns in the government. The FAA will likely appeal the decision – or take another approach toward setting up a similar system.

“We are carefully reviewing the U.S. Court of Appeals decision as it relates to drone registrations,” a spokesperson told TechCrunch. “The FAA put registration and operational regulations in place to ensure that drones are operated in a way that is safe and does not pose security and privacy threats. We are in the process of considering our options and response to the decision.”

The Association for Unmanned Vehicle Systems International is similarly disappointed in the ruling. A rep from the organization provided TechCrunch with a comment from its CEO, Brian Wynne, stating,

AUVSI is disappointed with the decision today by the U.S. Court of Appeals to reject the FAA’s rule for registering recreational unmanned aircraft systems (UAS). A UAS registration system is important to promote accountability and responsibility by users of the national airspace, and helps create a culture of safety that deters careless and reckless behavior. We plan to work with Congress on a legislative solution that will ensure continued accountability across the entire aviation community, both manned and unmanned.

Drone sales have been growing at an impressive rate in the U.S. According to NPD, they effectively doubled between February 2016 and 2017 in the States. Within the first year of the rule, 550,000 drones were registered, an act that carries a $5 fee and potential criminal charges for non-compliance.

The ruling is being considered a victory for hobbyists themselves, who have balked at the manner of limitations these sorts of regulations would impose. But some drone makers, like DJI, which is expected to unveil something big (or small, rather) next week, is actually on the FAA’s side on this one.

“The FAA’s innovative approach to drone registration was very reasonable, and registration provides for accountability and education to drone pilots,” the company’s VP of Policy & Legal Affairs Brendan Schulman said in a statement offered to TechCrunch. “I expect the legal issue that impedes this program will be addressed by cooperative work between the industry and policymakers.”

by TechCrunch   5/19/2017


2017-06-13T02:14:16-06:00 May 20th, 2017|Aviation News, Blog, drones, FAA, FAA Authorization, UAS, UAV|

NBAA Secures Expanded Small Aircraft Exemption

The U.S. FAA has granted a two-year extension of NBAA’s Small Aircraft Exemption and removed limitations on the applicability to operations outside the U.S. The approval continues an exemption that has been in place since 1972 and historically ran for two years during each extension. But in recent years, the FAA has granted one-year or six-month extensions.

The latest, Exemption 7897I, runs through March 31, 2019, and permits NBAA members who operate piston-powered small aircraft and rotorcraft to take advantage of maintenance and cost-sharing options typically available only to operators of larger, turbine aircraft (more than 12,500 pounds) under Part 91 Subpart F.

Cost reimbursement options are extended under the exemption when NBAA members transport a guest or employees of subsidiary companies on company aircraft. Time-sharing, interchange and joint ownership agreements are also permitted.

Previous exemptions did not cover cost-sharing options when the operations were conducted outside the U.S. NBAA has worked with the FAA to expand that applicability to those operations.

“NBAA is pleased that the FAA has responded favorably to NBAA’s requests for a longer extension period and applicability of the exemption to operations conducted outside the U.S.,” said Doug Carr, NBAA vice president of regulatory and international affairs. “Our long-established small aircraft exemption is a valuable tool for small aircraft operators. It will provide even more benefits with these two positive changes, which allow operators better long-range planning and remove unnecessary restrictions on international operations.”

by AINalerts 4/5/2017

2017-06-13T02:14:16-06:00 April 5th, 2017|Aviation News, Blog, Economics of Aviation, FAA|

FAA Issues Part 107 Waivers, Airspace Authorizations

FAA Issues Part 107 Waivers, Airspace Authorizations

The Federal Aviation Administration (FAA) began issuing Part 107 waivers and airspace authorizations to drone operators starting August 29, 2016, the effective date of the new rule.  As of October 24, 2016, the agency has approved 81 authorizations for flights in Class D and E airspace, and has issued 36 waivers of Part 107 provisions to drone operators who applied after the rule’s effective date.

However, the agency has found that many applications have incorrect or incomplete information. Many applicants request too many waivers or request waivers for flights in types of airspace for which the FAA is not yet granting approvals. As a result, the agency has had to reject 71 waiver requests and 854 airspace applications.

It’s important for applicants to understand the information needed to make a successful safety case for granting a waiver. Refer to the performance-based standards (PDF) on our website.

For example, we clearly spell out the information required for a waiver to fly at night – one of the most common requests:

  • Applicant must provide a method for the remote pilot to maintain visual line of sight during darkness.
  • Applicant must provide a method for the remote pilot to see and avoid other aircraft, people on the ground, and ground-based structures and obstacles during darkness.
  • Applicant must provide a method by which the remote pilot will be able to continuously know and determine the position, altitude, attitude, and movement of their small unmanned aircraft (sUA).
  • Applicant must assure all required persons participating in the sUA operation have knowledge to recognize and overcome visual illusions caused by darkness, and understand physiological conditions which may degrade night vision.
  • Applicant must provide a method to increase conspicuity of the sUA to be seen at a distance of 3 statute miles unless a system is in place that can avoid all non-participating aircraft.

The other performance-based standards also list exactly what the FAA needs to consider a waiver. Operators must make waiver requests at: https://www.faa.gov/uas/request_waiver/

Without a detailed description of how the applicant intends to meet these standards, the FAA can’t determine if a waiver is possible. Operators should select only the Part 107 regulations that need to be waived for the proposed operation. Applicants also should respond promptly to any request we make for additional information. If the agency does not receive a response after 30 days, it will withdraw the request.

Operators must apply for airspace authorizations on the same web page. The required information is spelled out in the waiver/airspace authorization instructions document (PDF).

As the FAA previously announced, operators who want to fly in Class G (uncontrolled) airspace don’t need FAA authorization. The agency is currently processing requests to operate in Class D and Class E airport surfaces. We will begin to consider requests for Class C drone flights after October 31 and for Class B airspace after December 5. Applications to fly in those areas before the indicated dates won’t be approved.

The Part 107 regulations provide a flexible framework for unmanned aircraft operations. Waivers and airspace authorizations are an important part of making the new rule work as intended. Applicants can help speed the process by making sure they make a solid, detailed safety case for any flights not covered under the small drone rule.

by FAA

2017-06-13T02:14:21-06:00 February 23rd, 2017|Blog, drones, FAA, FAA Authorization|

FAA Warns To Watch Class B Boundaries







Pilots should be wary when operating close to the boundaries of Class B airspace, the FAA said recently in a Safety Alert for Operators. Flight crew who are on a visual approach may sometimes stray outside the boundaries of the designated airspace, the FAA said. In addition, the published approaches may sometimes take an airplane temporarily outside the airspace. At the same time, GA pilots may be operating close outside the boundaries without talking to ATC, as they depend more and more on inflight navigation aids such as GPS moving maps. That proximity increases the risk of a near-midair collision, the FAA says. The solution is for all pilots, whether flying inside or outside the Class B space, to become familiar with the vertical and lateral boundaries, the FAA said.

In addition, the SAFO notes, during busy times, pilots and flight crew might follow a controller’s instructions that cause them to exit the Class B airspace, but the crew is not aware of the excursion because the controllers are too busy to advise them. All pilots should “maintain external vigilance,” avoid distractions, and apply see-and-avoid practices anytime they are operating near Class B airspace boundaries, according to the SAFO. Class B airspace surrounds the nation’s busiest airports.

By Mary Grady | February 6, 2017

2017-06-13T02:14:22-06:00 February 7th, 2017|Aviation News, Blog, FAA|

DOT Watchdog: FAA Not Yet Prepared for Mass ATC Outage

Despite efforts to improve emergency contingency procedures, the Department of Transportation Inspector General contends the FAA is still not completely prepared to handle events that could cause major outages, such as the fire that was deliberately set in the Chicago Air Route Traffic Control Center in September 2014. The DOTIG stated that belief in a study the watchdog conducted at the behest of Congress on whether the FAA can manage air traffic control crises that arise within the National Airspace System.

 In the new report, the DOT IG found that the “FAA has taken steps to improve the effectiveness of its operational contingency plans; however, significant work remains to mitigate the impact of air traffic control disruptions.” After the Chicago fire, the FAA updated its contingency plan with the goal of achieving 90 percent capacity at the top 30 airports within 24 hours of a major disruption, the DOT IG noted. “However, the FAA’s air traffic facilities are not yet fully prepared to respond effectively to major system disruptions, in part because of a lack of necessary controller training for these types of emergency events.”

Further, the agency’s requirements for transferring airspace and ATC responsibilities to other facilities are incomplete, and the FAA has not validated technical requirements to support such activities.

The watchdog also pointed to the FAA’s response to the October 2015 radar room flood at the Austin-Bergstrom control tower in Austin, Texas, saying it “highlighted the lack of redundancy, resiliency and flexibility of the FAA’s key air traffic control infrastructure, including communication, surveillance, automation and flight-plan equipment.”

Many new technologies/capabilities that can improve the agency’s continuity of ATC operations will not be available for years, the DOT IG found.


The watchdog made a series of recommendations to the FAA on improving its preparation and response to such events. These recommendations involve training; testing equipment; evaluating how technologies could enhance continuity of airspace operations; validating procedures for handing off operations; plans for oceanic airspace; updates of operational contingency procedures and lessons learned; processes for baseline contingency metrics; and collaboration with stakeholders.

The FAA concurred with the recommendations and agreed to work to implement them.

House Transportation and Infrastructure Committee chairman Bill Shuster (R-Pennsylvania) noted that the report “adds to the sea of evidence supporting the need for real reform in modernizing and managing air traffic services, and letting the FAA focus on its safety mission.” Shuster added the report “is another example of the FAAbureaucracy dropping the ball and failing to follow through on important contingency planning and training needed to prevent shutdowns of the nation’s airspace.”

The top Democrats on the committee, including the T&I ranking member Peter DeFazio (Oregon) and House aviation subcommittee ranking member Rick Larsen (Washington), agreed that “strong contingency plans and internal controls are vital to recovery from large-scale disruptions to air traffic services, regardless of the cause,” and said in a joint statement the DOT IG recommendations will improve the FAA’s policies and procedures.

But DeFazio and Larsen, who have opposed ATC privatization, also noted, “While the FAA operated the system every day in 2016 without any widespread glitches, it was the airlines that failed to manage their own IT systems, with large-scale disruptions on at least 15 occasions. For that and many other reasons, we remain unconvinced that privatizing the air traffic control system would lead to improvement.”

 – January 16, 2017, 12:08 PM
2017-06-13T02:14:24-06:00 January 16th, 2017|Aviation News, Blog, FAA|

New FAR Part 23 Results in Changes to Parts 91 and 135

On Aug. 30, 2017, the new FAR Part 23 goes into effect and will apply to all new airworthiness certification applications for normal, utility, aerobatic and commuter airplanes with an mtow of 19,000 pounds or less and maximum seating capacity of 19 or fewer passengers. The rule also requires that changes be made to some requirements under Parts 91 and 135 to align pilot operating rules with the new Part 23 airplane rules.

For example, under revised FAR 91.205(b)(13), the FAA added “or other approved restraint system,” which includes child safety seats, to the requirement for securing passengers two years of age or older. The previous rule permitted only the use of conventional safety belts. Second-in-command requirements of FAR 91.531 are also revised to specify seating configuration limits for normal and commuter-category airplanes.

The advent of the light jet segment will result in an upgrade to additional airworthiness requirements of FAR 135.169. While the current rule covers type-rating requirements for small reciprocating and turboprop airplanes, the new rule simply refers to “airplane” rather than powerplant type. This part also adds a new paragraph to clearly state that a type rating is required for normal-category, small multi-engine airplanes configured with 10 to 19 passenger seats.


by AINalerts   12/27/2016

2017-06-13T02:14:24-06:00 December 29th, 2016|Aviation News, Blog, FAA|

Civil Penalties Up For Some Aviation Violations

The Department of Transportation (DOT) recently issued an interim final rule to increase the maximum aviation-related civil penalty amounts to adjust for inflation. The rule became effective on August 10, 2016, and will apply prospectively.

Under section 701 of the Federal Civil Penalties Inflation Adjustment Act Improvements Act 2015, DOT must promulgate an interim final rule to adjust the maximum civil penalty liability amounts to reflect the adjusted inflation each year. Specifically, the 2015 Act requires agencies to adjust the civil penalties amounts with a “catch-up adjustment” and to make subsequent annual adjustments for inflation.

Prior to the 2015 Act, the Federal Civil Penalties Inflation Adjustment Act 1990 provided that penalty increases between $1,000 and $10,000 would be rounded to the nearest multiple of $1,000 and were capped at 10 percent. Under the 2015 Act, penalties are rounded to the nearest $1, which according to DOT, ensures that penalties will be increased to reflect the adjusted inflation.

Based on the Office of Management and Budget adjustment, DOT increased civil penalties amounts for most violations of aviation statutes and regulations from $27,500 to $32,140 per day, per violation. Similar adjustments were made for individuals and small businesses.

The maximum general civil penalty for violations of aviation-related regulations and statutes has increased from $27,500 to $32,140 and from $1,100 to $1,414 for individual and small businesses.

For individuals and small businesses, the maximum penalties have increased:

  • From $11,000 to $12,856 for violations of most of 49 U.S.C. Chapter 401 provisions, which include most aviation-related regulations;
  • From $5,500 to $6,428 for violations of air service termination provisions (49 U.S.C. 41719); and
  • From $2,750 to $3,214 for violations of unfair and deceptive practices and unfair methods of competition provisions (49 U.S.C. 41712).

The 2015 Act adjusts penalties prospectively and does not change previously assessed or enforced penalties that DOT is currently collecting. Future adjustments will be made annually to reflect the actual calculated inflation.

by  Pillsbury Winthrop Shaw Pittman LLP

2016-11-29T11:14:48-07:00 November 29th, 2016|Aviation News, Blog, FAA|

Section 333 vs. Part 107: What Works for You?


The Federal Aviation Administration’s (FAA) new small drone rule – formally known as Part 107 – is effective on August 29. You may also be wondering what happens to your Section 333 exemption grant or petition for exemption. View the video here.

The biggest question is whether you are better off flying under the provisions of Part 107, or should continue using your existing exemption?

Your exemption is valid until it expires – usually two years after it was issued. Even after Part 107 becomes effective, you may choose to fly following the conditions and limitations in your exemption.

However, if you want to operate under the new Part 107 regulations, you’ll have to obtain a remote pilot certificate and follow all of the rule’s operating provisions. You must apply for a waiver if some parts of your operation don’t meet the rule’s requirements.

If you already have a Certificate of Waiver or Authorization under your Section 333 exemption – a “COA” – you can continue to fly under the COA limitations until it expires. If you don’t already have a COA, you probably won’t need one when the new drone rules go into effect.

However, if you want to fly in controlled airspace, you will need permission from FAA air traffic control. Details about obtaining that permission will be online at www.faa.gov/uas when the small drone rule is effective on August 29, 2016.

If you applied for a Section 333 exemption but haven’t received it yet, you should have received a letter from the FAA with specific information about the status of your petition.  Generally, if your petition is pending and falls within the provisions of the rule, you should follow the steps outlined in the rule.

Whether you choose to fly under your exemption or under the new small drone rule is your choice, depending on how you want to operate your aircraft. You’ll have to compare the conditions and limitations in your exemption to the operating requirements in the rule to determine which one best addresses your needs.


2017-06-13T02:14:25-06:00 October 25th, 2016|Aviation News, Blog, drones, FAA, UAS, UAV|