5-3 unmanned aircraft registration and marking may be found at https://www.faa.gov/licenses_certificates/aircraft_certification/aircraft_registry/.
Alternatively, small unmanned aircraft owners or operators can elect to register under part 47 in the same manner as manned aircraft.
5.4.1 Registration and Permit for Foreign-Owned and Operated Sm all UAS. If small UAS operations involve the use of foreign civil aircraft, the operator would need to obtain a Foreign Aircraft Permit pursuant to 14 CFR part 375, as described in § 375.41, before conducting any commercial air operations under this authority. Foreign civil aircraft means (a) an aircraft of foreign registry that is not part of the armed forces of a foreign nation, or (b) a U.S.-registered aircraft owned, controlled, or operated by persons who are not citizens or permanent residents of the United States. Application instructions are specified in § 375.43. Applications should be submitted by electronic mail to the Department of Transportation (DOT) Office of International Aviation, Foreign Air Carrier Licensing Division at https://cms.dot.gov/policy/ aviation-policy/licensing/for eign-carriers. Foreign-owned and operated small UAS must be registered, as provided for under part 47 or part 48, including submission of an Affidavit of Ownership for Unmanned Aircraft, if necessary. Additional information can be obtained at https://www.faa.gov/licenses_certificates/aircraft_certification/aircraft_registry/UA/.
(Refer to Title 49 of the United States Code (49 U.S.C.) § 44101(b)(1) for exceptions.)
5.5 S mall U nmanned Aircraft Maintenance, Inspections, and Condition for Safe Operation. A small unmanned aircraft must be maintained in a condition for safe operation. Prior to flight, the remote PIC is responsible for conducting a check of the small unmanned aircraft to verify it is actually in a condition for safe operation (§ 107.15). Guidance regarding how to determine that a small unmanned aircraft is in a condition for safe operation is found in Chapter 7, Sm all U nmanned Aircraft Maintenance and Inspection.
5.6 M edical Condition. Being able to operate the small unmanned aircraft safely 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 small UAS operation. Though the person manipulating the controls of a small unmanned aircraft and VO are not required to obtain an airman medical certificate, they cannot participate in the operation of a small UAS if they know or have reason to know that they have a physical or mental condition that could interfere with the safe operation of the small UAS (§ 107.17).
5.6.1 P hysical or Mental Incapacitations. Obvious examples of physical or mental incapacitations that could render a remote PIC, person manipulating the controls, or VO incapable of performing their small UAS operational duties include, but are not limited to, such things as:
1. T he temporary or permanent loss of the dexterity necessary to operate the CS to control the small unmanned aircraft safely.
2. The inability to maintain the required “see and avoid” vigilance due to blurred vision.
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3. The inability to maintain proper situational awareness of the small unmanned aircraft operations due to illness and/or medication(s), such as after taking medications that caution against driving or operating heavy machinery.
4. A debilitating physical condition, such as a migraine headache or moderate or severe body ache(s) or pain(s) that would render the remote PIC, person manipulating the controls, or VO unable to perform small UAS operational duties.
5. A hearing or speaking impairment that would inhibit the remote PIC, person manipulating the controls, or VO from effectively communicating with each other. In such a situation, the remote PIC must ensure they implement an alternative means of effective communication. For example, a person who is hearing impaired may be able to use sign language to communicate effectively.
5.7 Civil Twilight and Operations at Night. Night is defined in § 1.1 as the time between the end of evening civil twilight and the beginning of morning civil twilight, as published in The Air Almanac, converted to local time. In the continental United States, evening civil twilight is the period of sunset until 30 minutes after sunset and morning civil twilight is the period of 30 minutes prior to sunrise until sunrise. In Alaska, the definition of civil twilight differs and is described in The Air Almanac. The Air Almanac provides tables to determine sunrise and sunset at various latitudes. These tables can also be downloaded from the Naval Observatory and customized for a particular location. The link for the Naval Observatory is https://www.usno.navy.mil/search?SearchableText=air+ almanac+.
5.7.1 Civil Twilight Operations. When small UAS operations occur during civil twilight, the small unmanned aircraft must be equipped with anti-collision lighting visible for at least 3 statute miles (sm). However, the remote PIC may reduce the visible distance of the lighting to less than 3 sm during flight if they have determined that it would be in the interest of safety to do so. For more information on this determination, see paragraph 5.7.2.2.
5.7.2 Operations at Night. Small UAS operations at night may occur only under the two risk mitigation measures listed in § 107.29. First, the remote PIC must have completed either an initial knowledge test or recurrent training that have been updated to include night operations. Second, the small unmanned aircraft must have lighted anti-collision lighting that is visible for at least 3 sm. The remote pilot may rely upon manufacturer statements indicating the anti-collision lighting is visible for 3 sm. However, the remote pilot ultimately remains responsible for verifying that anti-collision lighting is operational, visible for 3 sm, and has a flash rate sufficient to avoid a collision at the operating location.
5.7.2.1 A certificated remote pilot receives night operations privileges and may operate at night only after completing either a knowledge test that contains questions on night physiology and night visual illusions, or through completion of recurrent training. The recurrent training contains the topics of night physiology and night visual illusions. Chapter 6 provides a detailed explanation of both paths for night operations privileges.
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5.7.2.2 As is the case for civil twilight operations, the small unmanned aircraft must be equipped with anti-collision lighting that is visible for at least 3 sm.
However, the remote PIC may reduce the intensity of the light if the remote PIC determines it is in the interest of safety to do so. For example, a bright light or a bright strobe light on the small unmanned aircraft in very close proximity to the remote pilot could cause the remote pilot to lose the ability to observe the small unmanned aircraft’s location, speed, attitude, or altitude with accuracy. The remote pilot maintains the discretion to reduce the intensity of the anti-collision lighting when they determine it would be in the best interest of safety to do so. Discretion is an important component of § 107.19, which states that the remote PIC is directly responsible for the operation of the small unmanned aircraft. The remote PIC must ensure the operation of the small unmanned aircraft complies with all regulations of part 107. This includes the requirement to maintain the capability of visually observing the small unmanned aircraft. Section 107.29 does not require small unmanned aircraft operating during the day to have illuminated small unmanned aircraft anti-collision lighting. Lighting is generally not effective for mitigating risk of collision during daytime operations. Remote pilots may exercise their discretion, however, and elect to have lighting on during all daytime operations.
5.7.2.3 A remote PIC or operator may request a waiver of the anti-collision lighting requirement for operations at night and during civil twilight. The process for requesting a waiver is two-fold: the requester must (1) fully describe the proposed operation, and (2) establish the operation can be safely conducted under the terms of a Certificate of Waiver (CoW). Paragraph 5.20 below describes the application process for waivers.
5.8 O perations Over Open -Air Assemblies of Persons. Remote pilots are prohibited from operating a small unmanned aircraft as a Category 1, 2, or 4 operation in sustained flight over open-air assemblies, unless the operation meets the requirements of 14 CFR part 89, § 89.110 or § 89.115(a). Category 3 operations are not allowed over an open-air assembly of persons.
Note: See paragraphs 8.3.2 and 8.3.6.4 for more information regarding open-ai r assemblies of persons.
5.9 VLO S Aircraft Operation. The remote PIC and person manipulating the controls must be able to see the small unmanned aircraft at all times during flight (§ 107.31). The small unmanned aircraft must be operated closely enough to ensure visibility requirements are met during small UAS operations. This requirement also applies to the VO, if used, during the aircraft operation. The person maintaining VLOS may have brief moments in which they are not looking directly at or cannot see the small unmanned aircraft, but still retain the capability to see the small unmanned aircraft or quickly maneuver it back to VLOS. These moments may be necessary for the remote PIC to look at the controller to determine remaining battery life or for operational awareness. Should the remote PIC or person manipulating the controls lose VLOS of the small unmanned aircraft, they must
5-6 regain VLOS as soon as practicable. Even though the remote PIC may briefly lose sight of the small unmanned aircraft, the remote PIC always has the see-and-avoid responsibilities set out in §§ 107.31 and 107.37. The circumstances that may prevent a remote PIC from fulfilling those responsibilities will vary, depending on factors such as the type of small UAS, the operational environment, and distance between the remote PIC and the small unmanned aircraft. For this reason, no specific time interval exists in which interruption of VLOS is permissible, as it would have the effect of potentially allowing a hazardous interruption of the operation. If the remote PIC cannot regain VLOS, the remote PIC or person manipulating the controls should follow pre-determined procedures for the loss of VLOS. The capabilities of the small UAS will govern the remote PIC’s determination as to the appropriate course of action. For example, the remote PIC may need to land the small unmanned aircraft immediately, enter hover mode, or employ a return-to-home sequence. The VLOS requirement does not prohibit actions such as scanning the airspace or briefly looking down at the small unmanned aircraft CS.
5.9.1 U naided Vision. VLOS must be accomplished and maintained by unaided vision, except vision that is corrected by the use of eyeglasses (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 to avoid inadvertently flying over persons or conflicting with other aircraft. First person view devices may be used during operations, but do not satisfy the VLOS requirement.
5.9.2 VO. T he use of a VO is optional. The remote PIC may choose to use a VO to supplement situational awareness and VLOS. Although the remote PIC and person manipulating the controls must maintain the capability to see the small unmanned aircraft, using one or more VOs allows the remote PIC and person manipulating the controls to conduct other mission-critical duties (such as checking displays) while still ensuring situational awareness of the small unmanned aircraft. The VO must be able to communicate effectively with regard to the following:
• T he small unmanned aircraft location, attitude, altitude, and direction of flight;
• The position of other aircraft or hazards in the airspace; and
• The determination that the small unmanned aircraft does not endanger the life or property of another (§ 107.33).
5.9.2.1 To ensure the VO can carry out their duties, the remote PIC must ensure the VO is positioned in a location where the VO is able to see the small unmanned aircraft sufficiently to maintain VLOS. The remote PIC can do this by specifying the location of the VO. The FAA also requires the remote PIC and VO coordinate to (1) scan the airspace where the small unmanned aircraft is operating for any potential collision hazard, and (2) maintain awareness of the position of the small unmanned aircraft through direct visual observation (§ 107.33). The remote PIC and VO would accomplish this by the VO communicating to the remote PIC and person manipulating the controls the
5-7 flight status of the small unmanned aircraft and any collision hazards which may enter the area of operation, so that the remote PIC or person manipulating the controls can take appropriate action. The VO’s visual observation of the small unmanned aircraft and surrounding airspace would enable the VO to inform the remote PIC of the status.
5.9.2.2 To make this communication possible, the remote PIC, person manipulating the controls, and VO must work out a method of effective communication that does not create a distraction. Such a means of communication entails the constant ability to understand one another. The communication method must be determined prior to operation. Effective communication would permit the use of communication-assisting devices, such as a handheld radio, to facilitate communication from a distance.
5.9.3 VL OS at Night . Prior to a small UAS operation at night, the remote PIC should ensure they will be able to keep the small unmanned aircraft within the intended area of operation and within VLOS for the duration of the operation. In almost all cases involving operations at night, the remote PIC may need to restrict the operational area of the small unmanned aircraft. Reduced lighting and contrast at night may make it difficult for remote pilots to fulfill the requirements of § 107.31(a), requiring remote pilots to maintain the capability of visually discerning the location, attitude, altitude, and direction of the flight of the aircraft. A remote pilot cannot solely rely on the small unmanned aircraft’s anti-collision lighting, Ground Control Station (GCS) telemetry data displays, or a combination of the two for compliance with § 107.31.
5.10 O peration Near Airports, in Certain Airspace, in Prohibited or Restricted Areas, or in the Proximity of Certain Areas Designated by a Notice to Air Missions (NOTAM). Small unmanned aircraft may operate in controlled or uncontrolled airspace.
Operations in Class B, Class C, or Class D airspace, or within the lateral boundaries of the surface area of Class E airspace designated for an airport, are not permitted unless that person has prior authorization from air traffic control (ATC) (§ 107.41). Information concerning the current authorization process is available at https://www.faa.gov/uas/. The remote PIC must understand airspace classifications and requirements. Failure to do so could be contrary to part 107 regulations and may potentially have an adverse effect on the safety of operations. Small UAS operating under part 107 may not be subject to part 91 requirements, because the equipage and communications requirements outlined in part 91 were designed to provide safety and efficiency in the National Airspace System (NAS). ATC authorizations may depend on operational parameters similar to those found in part 91. The FAA has the authority to approve or deny aircraft operations based on traffic density, controller workload, communication issues, or any other type of operation that could potentially impact the safe and expeditious flow of air traffic in that airspace.
5.10.1 Small Unmanned Aircraft O perations Near an Airport—Notification and Permissions.
Unless the flight is conducted within controlled airspace, no notification or authorization is necessary to operate a small unmanned aircraft at or near an airport. When operating in the vicinity of an airport, the remote PIC must be aware of and avoid all traffic patterns and approach corridors to runways and landing areas. The remote PIC must avoid
5-8 operating in any area in which the presence of the small UAS may interfere with operations at the airport, such as approach corridors, taxiways, runways, or helipads (§ 107.43). The remote PIC must yield right-of-way to all other aircraft, including aircraft operating on the surface of the airport (§ 107.43).
5.10.1.1 Remote PICs are prohibited from operating a small unmanned aircraft in a manner that interferes with operations and traffic patterns at airports, heliports, and seaplane bases (§ 107.43). Small unmanned aircraft must always yield right-of-way to a manned aircraft. A manned aircraft may alter its flightpath, delay its landing, or take off in order to avoid a small unmanned aircraft that may present a potential conflict or otherwise affect the safe outcome of the flight. A small unmanned aircraft hovering 200 feet above a runway may cause a manned aircraft holding short of the runway to delay takeoff, or a manned aircraft on the downwind leg of the pattern to delay landing. While the small unmanned aircraft in this scenario would not present an immediate traffic conflict to the aircraft on the downwind leg of the traffic pattern or to the aircraft intending to take off, nor would it violate the right-of-way provision of § 107.37(a), the small unmanned aircraft would have interfered with the operations of the traffic pattern at an airport.
5.10.1.2 In order to avoid interfering with operations in a traffic pattern, remote PICs should avoid operating in the traffic pattern or published approach corridors used by manned aircraft. When operational necessity requires the remote PIC to operate at an airport in uncontrolled airspace, the remote PIC should operate the small unmanned aircraft in such a way that the manned aircraft pilot does not need to alter their flightpath in the traffic pattern or on a published instrument approach in order to avoid a potential collision.
5.10.2 A ir Traffic Organization (ATO ). When receiving requests for authorization to operate in controlled airspace, ATO does not approve or deny small unmanned aircraft operations on the basis of equipage that exceeds the part 107 requirements. Additional equipage and technologies, such as geo-fencing, have not been certificated by the FAA and need to be examined on a case-by-case basis in order for the FAA to determine their reliability and functionality. Additionally, requiring staff from ATO to review equipage would place a burden on ATO and detract from other duties. Instead of seeking an authorization, a remote pilot who wishes to operate in controlled airspace because the remote pilot can demonstrate mitigations through equipage may do so by applying for a CoW (see paragraph 5.20).
5.10.3 Temporary Flight Restrictions (TFR). Certain TFRs may be imposed by way of a NOTAM. Refer to https://www.1800wxbrief.com. Th e remote PIC must check for NOTAMs before each flight to determine whether any airspace restrictions apply to the operation.
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5.10.4 T ype of Airspace. Remote PICs must also be aware of the type of airspace in which they will be operating their small unmanned aircraft. Referring to the B4UFly app or a current aeronautical chart (refer to https://www.faa.gov/air_traffic/flight_info/aeronav/digital_pro ducts/) of the intended operating area will aid the small unmanned aircraft re mote PIC’s decision making regarding operations in the NAS.
5.11 P reflight Familiarization, Inspection, and Actions for Aircraft Operation. The remote PIC must complete a preflight familiarization, inspection, and other actions, such as crewmember briefings, prior to beginning flight operations (§ 107.49). The FAA has produced many publications providing in-depth information on topics such as aviation weather, aircraft loading and performance, emergency procedures, risk mitigation, ADM, and airspace, which should all be considered prior to operations (see Appendix E, Sample Preflight Assessment and Inspection Checklist). Additionally, all remote pilots are encouraged to review FAA publications (see paragraph 2.3).
5.11.1 Prior to Flight. The remote PIC must:
1. Conduct an assessment of the operating environment. The assessment must include at least the following:
• Local weather conditions;
• Local airspace and any flight restrictions;
• The location of persons and moving vehicles not directly participating in the operation, and property on the surface;
• If conducting operations over people or moving vehicles, ensure their small unmanned aircraft is eligible for the category or categories of operations (see Chapter 8);
• Consider the potential for persons and moving vehicles not directly participating in operations entering the operational area for the duration of the operation;
• Consider whether the operation will be conducted over an open-air assembly of persons; and
• Other ground hazards.
Note: Remote pilots are prohibited from operating a small unmanned aircraft as a Category 1, 2, or 4 operation in sustained flight over open-air assemblies unless the operation meets the requirements of § 89.110 or § 89.115(a).
2. Ensure all persons directly participating in the small UAS operation are informed about the following:
• Operating conditions;
• Emergency procedures;
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• Contingency procedures, including those for persons or moving vehicles not directly participating in the operation that enter the operational area;
• Roles and responsibilities of each person participating in the operation; and
• Potential hazards.
3. Ensure all control links between the CS and the small unmanned aircraft are working properly. Before each flight, the remote PIC must determine the small unmanned aircraft flight control surfaces necessary for the safety of flight are moving correctly through the manipulation of the small unmanned aircraft CS. If the remote PIC observes that one or more of the control surfaces are not responding correctly to CS inputs, then the remote PIC may not conduct flight operations until correct movement of all flight control surface(s) is established.
4. Ensure sufficient power exists to continue controlled flight operations to a normal landing. This can be accomplished by following the small UAS manufacturer’s operating manual power consumption tables. Another method would be to include a system on the small UAS that detects power levels and alerts the remote pilot when remaining aircraft power is diminishing to a level that is inadequate for continued flight operation.
5. Ensure the small unmanned aircraft anti-collision light(s) function(s) properly prior to any flight that will occur during civil twilight or at night. The remote PIC must also consider, during their preflight check, whether the anti-collision light(s) could reduce the amount of power available to the small unmanned aircraft. The remote PIC may need to reduce the planned duration of the small unmanned aircraft operation to ensure sufficient power exists to maintain the illuminated anti-collision light(s) and to ensure sufficient power exists for the small unmanned aircraft to proceed to a normal landing.
6. Ensure any object attached or carried by the small unmanned aircraft is secure and does not adversely affect the flight characteristics or controllability of the aircraft.
7. Ensure all necessary documentation is available for inspection, including the remote PIC’s Remote Pilot Certificate, identification, aircraft registration, and CoW, if applicable (§ 107.7).
5.11.2 S afety Risk Assessment. These preflight familiarizations, inspections, and actions can be accomplished as part of an overall safety risk assessment. The FAA encourages the remote PIC to conduct the overall safety risk assessment as a method of compliance with the restriction on operating over any person who is not directly involved in the operation, unless the small unmanned aircraft is eligible for an operation over people in accordance with part 107 subpart D. The safety risk assessment also assists with ensuring the small unmanned aircraft will remain clear of other aircraft. Appendix A provides additional guidance on how to conduct an overall safety risk assessment.
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5.12 Operating Limitations for Small Unmanned Aircraft. Operations of the small unmanned aircraft must comply with the following limitations:
• Cannot be flown faster than a groundspeed of 87 knots (100 miles per hour (mph));
• Cannot be flown higher than 400 feet above ground level (AGL), unless flown within a 400-foot radius of a structure and does not fly higher than 400 feet above the structure’s immediate uppermost limit;
• Minimum visibility, as observed from the location of the CS, may not be less than 3 sm; and
• Minimum distance from clouds being no less than 500 feet below a cloud and no less than 2,000 feet horizontally from the cloud (§ 107.51).
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 appropriate actions to maintain safety.
5.12.1 De t ermining Groundspeed. Many different types of small unmanned aircraft and different ways to determine groundspeed exist. This guidance will only touch on some of the possible means for the remote PIC to ensure the small unmanned aircraft does not exceed a groundspeed of 87 knots during flight operations. Examples of methods to ensure compliance with this limitation are:
• I nstalling a Global Positioning System (GPS) device on the small unmanned aircraft that reports groundspeed information to the remote pilot, allowing the remote pilot to determine the wind direction and speed and calculate the small unmanned aircraft airspeed for a given direction of flight;
• Timing the groundspeed of the small unmanned aircraft when it is flown between two or more fixed points, considering wind speed and direction between each point, then noting the power settings of the small unmanned aircraft to operate at or less than 87 knots groundspeed; or
• Using the small unmanned aircraft’s manufacturer design limitations (e.g., installed groundspeed limiters).
5.12.2 D etermining Altitude. In order to comply with the maximum altitude requirements of part 107, a remote pilot may determine altitude by:
• In stalling a calibrated altitude reporting device on the small unmanned aircraft that reports the small unmanned aircraft altitude above mean sea level (MSL) to the remote pilot, who subtracts the MSL elevation of the CS from the small unmanned aircraft reported MSL altitude to determine the small unmanned aircraft AGL altitude above the terrain or structure;
• Installing a GPS device on the small unmanned aircraft that has the capability of reporting MSL altitude to the remote pilot;
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• Having the remote pilot and VO pace off 400 feet from the small unmanned aircraft while it is on the ground to get a visual perspective of distance so that the remote pilot and VO can recognize and maintain that visual perspective (or closer) when the small unmanned aircraft is in flight; or
• Using the known height of local rising terrain and/or structures as a reference.
5.12.3 Vis ibility and Distance from Clouds . The remote PIC must determine that the visibility from the CS is at least 3 sm and that the small unmanned aircraft maintains at least 500 feet below clouds and at least 2,000 feet horizontally from clouds. Obtaining local aviation weather reports that include current and forecast weather conditions is one means of determining visibility and cloud clearance. If there is more than one local aviation reporting station near the operating area, the remote PIC should choose the closest one that is most representative of the terrain surrounding the operating area. If local aviation weather reports are not available, the remote PIC cannot operate the small unmanned aircraft until they are able to determine the required visibility and cloud clearances by other reliable means. The small unmanned aircraft cannot be operated above any cloud, and there cannot be obstructions to visibility, such as smoke or a cloud, between the small unmanned aircraft and the remote PIC (§ 107.39).
5.13 R emaining Clear of Other Aircraft. A remote PIC has a responsibility to operate the small unmanned aircraft so that it remains clear of and yields to all other aircraft (§ 107.37). This is traditionally referred to as “see and avoid.” To satisfy this responsibility, the remote PIC must know the location and flightpath of their small unmanned aircraft at all times. The remote PIC must be aware of other aircraft, persons, and property in the vicinity of the operating area, and maneuver the small unmanned aircraft to avoid collision. The remote PIC must take action to ensure other aircraft will not need to maneuver to avoid colliding with the small unmanned aircraft.
5.14 Operations from Moving Vehicles. Part 107 permits operation of a small unmanned aircraft from a moving land or water-borne vehicle over a sparsely-populated area.
However, operation from a moving aircraft is prohibited. Additionally, small unmanned aircraft transporting another person’s property for compensation or hire may not be operated from any moving vehicle (§ 107.25).
5.14.1 W aiving the Sparsely-Populated Area Provision. Although the regulation states that operations from a moving vehicle may only be conducted over a sparsely-populated area, this provision may be waived (§§ 107.200 and 107.205). The operation is subject to the same restrictions that apply to all other part 107 operations. The remote PIC operating from a moving vehicle is still required to maintain VLOS. The remote PIC is also responsible for ensuring that no person is subject to undue risk as a result of LOC of the small unmanned aircraft for any reason. If a VO is not located in the same vehicle as the remote PIC, the VO and remote PIC must still maintain effective communication.
5.14.2 Applicable Laws. Other laws, such as St ate and local traffic laws, may apply to a person driving a vehicle and operating an unmanned aircraft from the vehicle. When operating a small UAS from a moving vehicle, the FAA emphasizes that people involved in the
5-13 operation are responsible for complying with applicable State and local laws as well as FAA regulations.
5.15 Transportation of Property. Part 107 permits transportation of property by small unmanned aircraft for compensation or hire. These operations must be conducted within a confined area and in compliance with the operating restrictions of part 107. When transporting property, the transport must occur wholly within the bounds of a single State.
5.15.1 L imitations . As with other operations in part 107, small UAS 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 for transportation of property. Additionally, part 107 does not allow the operation of a small UAS from a moving vehicle or aircraft if the small unmanned aircraft is being used to transport property for compensation or hire. This limitation cannot be waived. The maximum total weight of the small unmanned aircraft (including any property being transported) is limited to under 55 pounds. Other provisions of part 107 require the remote pilot to know the small unmanned aircraft’s location; to determine the small unmanned aircraft’s attitude, altitude, and direction; to yield the right-of-way to other aircraft; and to maintain the ability to see and avoid other aircraft.
5.15.2 Hazardous Materials. Section 107.36 prohibits the carriage of hazardous materials by small unmanned aircraft. The carriage of any hazardous material on a small unmanned aircraft may only occur if the operator holds an exemption that permits such carriage.
Title 14 CFR part 11 applies to petitions for exemption.
5.16 O perations While Impaired. Part 107 does not allow operation of a small UAS if the remote PIC, person manipulating the controls, or VO is unable to carry out their responsibilities safely (§ 107.27). It is the remote PIC’s responsibility to ensure all crewmembers are not impaired while participating in the operation. While drug and alcohol use are known to impair judgment, certain over-the-counter medications and medical conditions could also affect the ability to operate a small unmanned aircraft safely. For example, certain antihistamines and decongestants may cause drowsiness.
Additionally, part 107 prohibits a person from serving as a remote PIC, VO, or other crewmember, or manipulating the controls, if they:
• Consumed any alcoholic beverage within the preceding 8 hours;
• Are under the influence of alcohol;
• Have a blood alcohol concentration of .04 percent or greater; or
• Are using a drug that affects the person’s mental or physical capabilities (§ 91.17).
5.16.1 M edical Conditions . Certain medical conditions, such as epilepsy, may also create a risk to operations. It is the responsibility of remote PICs to determine that their medical condition is under control and they can safely conduct a small UAS operation.
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5.17 Remote Identification of Unmanned Aircraft Systems. Remote identification requirements are contained in part 89. The information contained in this AC covers the remote identification operational requirements that are relevant to all part 107 operators.
Additional information related to remote identification is available in the following ACs:
• AC 89-1, Means of Compliance Process for Remote Identification of Unmanned Aircraft.
• AC 89-2, Declaration of Compliance Process for Remote Identification of Unmanned Aircraft.
5.17.1 After September 16, 2023, most small unmanned aircraft that are registered or required to be registered must comply with remote identification requirements. The serial number of a standard remote identification unmanned aircraft, or of the remote identification broadcast module, if one is installed on the unmanned aircraft, must be listed on the Certificate of Aircraft Registration. The serial number may only be listed on one Certificate of Aircraft Registration at a time. The remote identification broadcast module may be moved from one unmanned aircraft operated under part 107 to another, but the serial number must also be moved from the first aircraft’s Certificate of Aircraft Registration to the second aircraft’s certificate prior to operation. Small unmanned aircraft that are not required to be registered under part 48, such as those where the unmanned aircraft weighs 0.55 pounds or less, must comply with remote identification requirements when operated under any operating part for which registration is required.
Remote identification provides data regarding the location and identification of small unmanned aircraft operating in the NAS. It also provides airspace awareness to the FAA, national security agencies, and law enforcement entities, which can be used to distinguish compliant airspace users from those potentially posing a safety or security risk. A list of unmanned aircraft by make and model that are compliant with remote identification will be found at https://www.faa.gov/uas, when developed.
5.17.2 Standard remote identification unmanned aircraft broadcast certain message elements over radio frequency (RF) spectrum. These message elements include: Unmanned Aircraft Identification (either the unmanned aircraft’s serial number or session ID);
latitude, longitude, and geometric altitude of both the CS and the unmanned aircraft; the velocity of the unmanned aircraft (including horizontal and vertical speed and direction);
a time mark; and an emergency status code (§ 89.110).
5.17.3 Small unmanned aircraft without remote identification. Small unmanned aircraft that are not standard remote identification unmanned aircraft may operate in one of two ways: the small unmanned aircraft may be equipped with a remote identification broadcast module, or the small unmanned aircraft may be operated within an FAA-recognized identification area (FRIA) (§ 89.115).
5.17.3.1 Unmanned aircraft equipped with remote identification modules may be integrated by the manufacturer (e.g., if a manufacturer upgraded or retrofit the aircraft) or a standalone broadcast module installed by the user secured to the unmanned aircraft prior to takeoff. The remote identification broadcast module broadcasts certain message elements directly from the unmanned