European drone rules sort operations by risk into three categories: open, specific and certified. Regulation (EU) 2019/947 sets out the first two in detail. Most commercial operators with ambitions end up in the middle one.
The three categories
| Category | Risk | What you need |
|---|---|---|
| Open | Low | No authorisation, but strict limits |
| Specific | Medium | A declaration, an operational authorisation or a LUC |
| Certified | High | Certified aircraft, certified operator and licensed pilot |
The open category has clear limits. The aircraft has to weigh under 25 kg, stay in visual line of sight and fly below 120 metres. It may not fly over assemblies of people or carry dangerous goods or drop material. Further limits depend on the subcategory.
When you are in the specific category
As soon as a flight falls outside those limits, it generally falls into the specific category. Typical examples are:
- flying beyond visual line of sight (BVLOS)
- flying above 120 metres
- flying an aircraft of 25 kg or more
- flying closer to people than the open category allows
The ILT describes the boundary with the certified category too: flights over assemblies of people with a drone larger than 3 metres, and flights that carry people or dangerous goods, need a closer look, since they can fall under certified rules.
Three ways to fly in the specific category
Declaration under a standard scenario (STS). If your flight exactly fits STS-01 or STS-02, you declare compliance to your authority and do not wait for a permit.
Operational authorisation. For everything else, you apply to your national aviation authority with a risk assessment, usually a SORA or a PDRA. This is the most common route for non-standard work.
Light UAS Operator Certificate (LUC). Organisations with a mature safety system can be granted privileges to authorise some of their own flights. The ILT notes that the requirements are demanding and that this is probably not practical for small operators.
What an authorisation covers
An operational authorisation is tied to what you described: the aircraft, the area and the type of operation. That is why a new drone, location or mission so often means more paperwork, and why keeping a file current matters as much as writing it.
Flying in other countries
An authorisation from your own authority does not automatically let you fly in another EASA state. Article 13 of the regulation sets out a process for cross-border operations, and you supply your authorisation and any local mitigations to the authority of the country concerned.
In the Netherlands
The ILT is the competent authority in the Netherlands. See how to apply for an operational authorisation in the Netherlands.