The National Airspace System (NAS) is the network of United States airspace, air navigation facilities, services, airports, regulations, procedures, technical information, human resources, and material shared jointly between the Federal Aviation Administration (FAA) and the military
Divided into categories and further classified by its complexity, density, nature of operations, level of safety required, and national and public interest
Airspace is charted and include hours of operation, altitudes, and the controlling agency (except CFAs)
Controlled airspace is a generic term that covers the different classification of airspace and defined dimensions within which air traffic control service is provided to Instrument Flight Rules (IFR) flights and to Visual Flight Rules (VFR) flights in accordance with the airspace classification
Uncontrolled airspace or Class G airspace is the portion of the airspace that has not been designated as Class A, B, C, D, or E. It is therefore designated uncontrolled airspace
Special Use Airspace (SUA) consists of airspace of defined dimensions identified by an area on the surface of the earth wherein activities must be confined because of their nature, or wherein limitations are imposed upon aircraft operations that are not a part of those activities, or both
Prohibited and restricted areas are regulatory special use airspace and are established in 14 CFR Part 73 through the rulemaking process
Warning areas, MOAs, alert areas, CFAs, and national security areas (NSA) are non-regulatory special use airspace
Special use airspace descriptions (except CFAs) are contained in FAA Order JO 7400.8, Special Use Airspace
Permanent SUA (except CFAs) is charted on Sectional Aeronautical, VFR Terminal Area, and applicable En Route charts, and include the hours of operation, altitudes, and the controlling agency
For temporary restricted areas and temporary MOAs, pilots should review the Domestic Notices found on the Federal NOTAM System (FNS) NOTAM Search website under External Links or the Air Traffic Plans and Publications website, the FAA SUA website, and/or contact the appropriate overlying ATC facility to determine the effect of non-depicted SUA areas along their routes of flight
The period of time during which a designation of special use airspace is in effect is stated in the designation
The horizontal limits of special use airspace are measured by boundaries described by geographic coordinates or other appropriate references that clearly define their perimeter
The vertical limits of special use airspace are measured by designated altitude floors and ceilings expressed as above mean sea level
Note that unless otherwise specified, the word "to" (an altitude or flight level) means "to and including" (that altitude or flight level)
When operating within SUA, Air Traffic Control (ATC) assigned airspace (ATCAA), or altitude reservations (ALTRV), flights shall be conducted under the prescribed operational area procedures appropriate to the airspace area and operation
SUA is technically separate and should not be confused with other airspace
Certain special use airspace areas can create limitations on the mixed use of airspace
When in conjunction with military operations you may hear the term MARSA, or Military Assumes Responsibility for Separation of Aircraft
Special use airspace descriptions (except CFAs) are contained in FAA Order JO 7400.8, Special Use Airspace
On National Aeronautical Navigation Products (AeroNav Products) en route charts, this information is available on one of the end panels
Airspace is charted and include hours of operation, altitudes, and the controlling agency (except CFAs)
Airspace hours of operation can be found in many places, such as sectional charts and Chart Supplement U.S.
Other Non-Charted Airspace Areas:
Stationary or Moving Altitude Reservation (ALTRV). A Stationary or Moving ALTRV is announced via an airspace NOTAM issued by the Central Altitude Reservation Facility (CARF) or ARTCC. These announcements will appear in CARF and/or ARTCC NOTAMS. This airspace ensures non-participating IFR aircraft remain separated from special activity. Non-participating VFR aircraft are permitted to fly through the area but should exercise vigilance
ATC ASSIGNED AIRSPACE. Airspace of defined vertical/lateral limits, assigned by ATC, for the purpose of providing air traffic segregation between the specified activities being conducted within the assigned airspace and other IFR air traffic. ATCAA locations and scheduled activation information can be found on the FAA SUA website; a NOTAM will not be issued to announce the activation of this airspace
Small Unmanned Aircraft Systems Operations:
UAS operations must be integrated into the NAS while maintaining existing operational capacity and safety without introducing an unacceptable level of risk to airspace users or persons and property on the ground
The FAA is committed to striking the appropriate regulatory and oversight balance to ensure that American innovation is able to thrive without compromising the safest, most efficient aerospace system in the world
UAS operators can access the NAS in multiple ways. Generally, UAS weighing less than 55 pounds MGOW are permitted to operate within Visual Line of Sight (VLOS) up to 400 feet Above Ground Level (AGL) in uncontrolled (Class G) airspace
Operations within controlled airspace require specific authorization from Air Traffic Control (ATC)
Part 107 operations:
Part 107 sUAS operators can request airspace authorizations via Low Altitude Authorization and Notification Capability (LAANC) or DroneZone to fly within Class B, Class C, Class D or within the lateral boundaries of the surface area of Class E airspace designated for an airport
Operations within controlled airspace can be readily approved in accordance with the altitude values indicated on the corresponding UAS Facility Map (UASFM)
The UASFM values indicate the maximum altitude at which a UAS operation can be approved without any further coordination with the respective ATC facility
Part 107 remote pilots and operators may request "further coordination" for an airspace authorization to operate above UASFM values, up to 400 feet AGL
See paragraph 11-4-2 for further information regarding Part 107 operations
Recreational flyer operations:
Recreational flyers may operate in certain controlled and uncontrolled airspace under specific conditions
In Class B, C, D or the surface area of Class E airspace designated for an airport
The operator must obtain authorization prior to operating. In Class G airspace, the aircraft must be flying not more than 400 feet AGL and comply with all airspace restrictions and prohibitions. Recreational flyers may operate at an FAA-recognized fixed flying site above 400 feet AGL with a FAA-approved letter of agreement from the appropriate ATC authority or up to UASFM altitudes in controlled airspace with an airspace authorization obtained through LAANC
Part 91 UAS Operations
Public UAS, and civil UAS 55 pounds or more MGOW operate under 14 CFR Part 91, UAS operations. Public UAS operators and civil, non-recreational UAS weighing 55 pounds or more MGOW are provided NAS access by compliance with certain parts of 14 CFR Part 21, experimental certificates, and 14 CFR Part 91, UAS Operations. Part 91 UAS operators require a COA to operate within the NAS. Specific geographic/altitude limitations are prescribed in the COA. Additional pilot and aircraft requirements are applicable to Part 91 UAS operations. See Chapter 11, Section 3, Large UAS (MGOW 55 Pounds or More), and paragraph 11-4-3, Airspace Access for PAO, for further information on Part 91 UAS operations
14 CFR Part 107 and Waivers to 14 CFR Part 107:
14 CFR Part 107 was the first new rule dedicated to UAS operations. It was designed to provide a path for integration into the NAS for sUAS, flown under VLOS, and operated for non−recreational purposes. Part 107 allows remote pilots to fly for recreation. Part 107 grants certain flight permissions and altitudes in excess of those provided under 49 USC 44809, The Exception for Limited Recreational Operations of UAS, in view of the greater vetting required for 14 CFR Part 107 certification. Eligibility requirements to fly under 14 CFR Part 107, are listed in 14 CFR Section 107.61, Eligibility
The Administrator may issue a certificate of waiver authorizing a deviation from 14 CFR Section 107.31, Visual Line of Sight Aircraft Operation, if the operation can safely be conducted under the terms of a certificate of waiver
Operations in Class G airspace. Part 107 remote pilots may fly in Class G airspace up to 400 feet AGL, and within 400 feet of a structure without prior coordination with ATC. Other limitations for Part 107 operators are described in 14 CFR Part 107.51, Operating Limitations for sUAS
Operations in controlled airspace through LAANC. LAANC gives the remote pilot the ability to obtain near real−time airspace authorization within UASFM altitudes and stay notified of airspace restrictions and prohibitions. See paragraph 11−8−7, Resources for UAS Operators, for information on downloading LAANC
Waivers to 14 CFR Part 107:
A waiver is an official document issued by the FAA which approves certain operations of UAS outside the limitations of a regulation. These waivers allow drone pilots to deviate from certain rules under 14 CFR Part 107 by demonstrating they can still fly safely using alternative methods or safety mitigations. 14 CFR Part 107 rules which can be waived are listed in 14 CFR Section 107.205, List of Regulations Subject to Waiver. Any subpart of 14 CFR Part 107 rule which is not specifically listed in 14 CFR Section 107.205, such as the §107.36 prohibition on the carriage or transport of HAZMAT, is not subject to waiver, and would require an exemption under 14 CFR Part 11, General Rulemaking Procedures. See paragraph 11−3−2, Exemptions Under 49 USC 44807, Special Authority for Certain Unmanned Systems, for guidance on requesting exemptions
To request a 14 CFR Part 107 waiver, refer to the FAA’s Part 107 Waiver website
The FAA’s Part 107 wavier website may be viewed at: https://www.faa.gov/uas/commercial_operators/part_107_waivers/
Airspace Access for 14 CFR Part 135 and 14 CFR Part 137 Operations:
Part 135 Operating Requirements: Commuter and on Demand Operations and Rules Governing Persons on Board Such Aircraft:
Civil operators of UAS may conduct commercial package delivery BVLOS, or may transport HAZMAT on an interstate basis (crossing state boundaries), only under 14 CFR Part 135
These types of operations are prohibited for UAS operating under 14 CFR Part 107, sUAS
Legally, these operations must be conducted under 14 CFR Part 91, UAS operations, in accordance with an air carrier certificate issued under 14 CFR Part 135, and an exemption from certain federal aviation regulations granted under 14 CFR Part 11, general rulemaking procedures
Generally, UAS cannot comply with certain 14 CFR regulations originally written for a manned aircraft environment and therefore require relief
UAS operators obtain relief from the requirements of these regulations through exemptions, waivers, and deviations
The relief document lists conditions and limitations which provide a level of safety at least equal to that provided by the rule from which relief is needed. Additionally, UAS operators must obtain a Certificate of Waiver or Authorization (COA) from the FAA Air Traffic Organization (ATO)
Applicants for 14 CFR Part 135 certification should begin the process by contacting their local FAA Flight Standards District Office (FSDO)
Examples of such regulations include requirements for the provision of seat belts for aircrew and passengers, on−board carriage of an aircraft manual, etc.
Application for a 14 CFR Part 135 air carrier certificate for UAS operations uses the same process as that for manned 14 CFR Part 135 applicants
For information on how to apply for an air carrier certificate issued under 14 CFR Part 135, see the FAA 14 CFR Part 135 Air Carrier and Operator Certification website
The FAA 14 CFR Part 135 Air Carrier and Operator Certification website may be reviewed at: https://www.faa.gov/licenses_certificates/airline_certification/135_certification/
Parts 121 and 135 Certification is available to aid an applicant in Part 135 certification
Additional information on how to petition for an exemption and obtain a COA is available on the FAA Advanced Operations website
Part 137, Agricultural Aircraft Operations:
Civil and public operators of UAS may conduct agricultural aircraft operations, as defined in 14 CFR Part 137.3, Definition of Terms
These operations must be conducted in accordance with an agricultural aircraft operator certificate issued under 14 CFR Part 137, and an exemption from certain federal aviation regulations granted under 14 CFR Part 11, General Rulemaking Procedures
Operators of sUAS, weighing less than 55 pounds MGOW may conduct agricultural aircraft operations under 14 CFR Part 107, sUAS, and 14 CFR Part 137
Operators of large UAS, weighing 55 pounds MGOW or more may conduct agricultural aircraft operations under 14 CFR Parts 91, UAS operations, and 14 CFR Part 137
Generally, as is the case with 14 CFR Part 135 standard cargo operations, UAS cannot comply with certain 14 CFR regulations, and therefore require relief
For example, sUAS require relief from carriage of hazardous material (§107.36), aircraft certification (§137.19(d)), carriage of agricultural aircraft operator certificate (§137.33(a)), and, for large UAS, certain aircraft airworthiness requirements (14 CFR Parts 21 and 91)
UAS operators obtain relief from the requirements of these regulations through an exemption
The exemption lists conditions and limitations which provide a level of safety at least equal to that provided by the rule
Additionally, large UAS operators must obtain a COA from the FAA ATO
For additional information on how to petition for an exemption and obtain a COA, go to the FAA’s Advanced Operations website: https://www.faa.gov/uas/advanced_operations/
Advisory Circular 137−1, Certification Process for Agricultural Aircraft Operators, provides additional information on how to apply for an agricultural aircraft operator certificate issued under 14 CFR Part 137
Hazardous Materials (HAZMAT):
A hazardous material also known as HAZMAT, or dangerous goods is any substance or material that is capable of posing an unreasonable risk to health, safety, and property when transported in commerce. For example, lithium batteries, dry ice, and aerosol whipped cream are considered dangerous goods. These products may seem harmless, but when transported by air they can be very dangerous. Vibrations, static electricity, temperature and pressure variations can cause items to leak, generate toxic fumes, start a fire, or even explode if these products are not packaged and handled properly. More detailed information is located on the FAA’s What are Dangerous Goods website: https://www.faa.gov/hazmat/what_is_hazmat/
The carriage/transportation of hazardous materials under 14 CFR Part 107, sUAS, is strictly prohibited at all times, and is not subject to waiver. In order to transport hazardous materials, UAS operators must follow the 14 CFR Part 135 certification regulatory path and must develop dangerous goods training programs and manuals as part of the 14 CFR Part 135 Air Carrier and Operator Certificates process, described on the FAA website and subparagraph 11−4−5a, and 14 CFR Part 135, Operating Requirements. A brief description of applicable regulations as they apply to UAS can be found on the FAA’s UAS website: https://www.faa.gov/hazmat/air_carriers/operations/drones/
Airspace Access for Public Aircraft Operations:
General requirements for PAO status. Governmental entities, as defined by federal law 49 USC 40102(a)(41), Definitions, can fly as a public aircraft operation as long as the flight meets the definition of a governmental function 49 USC 40125, Qualifications for Public Aircraft Status. Public aircraft are aircraft owned and operated by the government of a state, the District of Columbia, or a territory or possession of the United States, or a political subdivision of one of these governments, except as provided in 49 USC 40125(b), Qualifications for Public Aircraft Status. Public aircraft can also be aircraft exclusively leased for at least 90 continuous days by the government of a state, the District of Columbia, or a territory or possession of the United States or a political subdivision of one of these governments, except as provided in 49 USC 40125(b), Qualifications for Public Aircraft Status
The term “government function” refers to one of several activities undertaken by a government, such as national defense, intelligence missions, firefighting, search and rescue, law enforcement (including transportation of prisoners, detainees, and illegal aliens), aeronautical research, or biological or geopolitical resource management
An operation “for the public good” does not necessarily meet the qualifications for a public operation; for example, most volunteer fire departments in the United States will not qualify as PAOs
Public safety organizations often conduct operations under 14 CFR Part 107, as well as public aircraft operations
A PAO is conducted under certain 14 CFR Part 91, UAS Operations Rules, with a COA granted to allow access to the NAS. A PAO COA allows blanket UAS operations in Class G airspace throughout the entire continental United States, including operations at night with appropriate lighting and training, for the duration of the COA. Waivers and/or authorizations to the COA can permit operations beyond the basic COA. Operating as a PAO requires adherence to specific conditions as directed in the COA. Operations under the public aircraft statute cannot include purposes that are not governmental functions. For example, a police UAS flying without remuneration to obtain footage for a department promotional video would not be a governmental function
COA Application Process:
Public Declaration Letter (PDL). The first step in getting a PAO COA is to be recognized as an authorized government agency by submitting a PDL that shows the organization is indeed a governmental entity as defined by federal law. FAA general counsel reviews this letter, which is usually issued by a city, county, or state attorney Federal agencies are deemed to be governmental entities without submitting a PDL
COA Request. If formally recognized as a governmental entity under federal law, entities are given access to the COA Application Process System (CAPS) or DroneZone, where a request for a PAO COA may be submitted. Operating as a PAO requires you to adhere to specific conditions as directed in your COA. Remember that an aircraft described in subparagraph (a), (b), (c), or (d) of 49 USC 40102(a)(41), Definitions, does not qualify as a public aircraft under such section when the aircraft is used for commercial purposes (e.g., performing a non−governmental function)
Emergency UAS Authorizations Through Special Government Interest (SGI) Airspace Waivers:
UAS are used by public safety agencies to respond to emergencies
The SGI process is for any Part 107 or Part 91 operator that either due to time limitations, airspace restrictions or emergency situations that requires expedited authorization by contacting the system operations support center (SOSC) at 9−ATOR−HQ−SOSC@faa.gov
The SGI process, depending on the nature of the operation, can be completed in a matter of minutes. This process enables response to an emergency with UAS in an expeditious manner
Public Safety organizations may apply for expedited airspace authorizations through the SGI process
The SGI process is defined in FAA Order JO 7210.3, Facility Operation and Administration
Additional information regarding SGI authorizations can be located at the FAA’s Emergency Situations webpage: https://www.faa.gov/uas/advanced_operations/emer gency_situations/
Conclusion:
The national airspace system's present configuration is a reflection of the technological advances concerning the speed and altitude capability of jet aircraft, as well as the complexity of microchip and satellite-based navigation equipment
It is of the utmost importance that aircraft operating independently or under the control of a ground, ship, or airborne controller remain within the specified vertical and horizontal limits of assigned airspace. Remaining within assigned airspace can only be achieved by maintaining a total awareness of details depicted in current charts, publications, and military directives, coupled with a continual assessment of the accuracy of the controlling agency's radar. It may be required to operate with self-imposed vertical and horizontal buffers to remain within assigned airspace. When operating in designated SUA, aircrews should be aware that civilian aircraft may not honor the existence of such areas, nor monitor radio frequencies to receive appropriate warning/ advisories
It is important that pilots be familiar with the operational requirements for each of the various types or classes of airspace
When overlapping airspace designations apply to the same airspace, the operating rules associated with the more restrictive airspace designation apply
Refer to Title 14 of the U.S. Code of Federal Regulations (CFR) for specific dimensions, exceptions, geographical areas covered, exclusions, specific transponder/ADS-B or other equipment requirements, and flight operations
Regulatory airspace is established and governed through 14 CFR Part 73 through the rule making process
Not common place, there are other airspace designations such as waivered airspace that pilots may hear about, but are impractical knowledge to everyday flight operations
