BVLOS Drones: Complete Guide to Beyond Visual Line of Sight

BVLOS Drone Regulations and Legal Requirements

USA

Authority: U.S. Federal Aviation Administration (FAA)

BVLOS is not permitted under standard Part 107 rules. Flights beyond visual line of sight are allowed only via special authorizations (or under Part 91 for government/public use).

Commercial operators must obtain a Part 107 BVLOS waiver through the FAA’s DroneZone portal. Public safety agencies may operate under a Part 91 Certificate of Authorization (COA) with specific BVLOS approval.

Remote pilots must hold a current FAA certificate, and all drones must comply with Remote ID rules. For BVLOS waivers, the FAA typically requires robust see-and-avoid mitigation (e.g., an FAA-approved Detect-and-Avoid (DAA) system, tracking radar, or visual observers). Flights are generally restricted to segregated or uncontrolled airspace unless additional ATC clearance is obtained.

Waiver applications (including a detailed risk assessment and safety case) are submitted via FAADroneZone. The FAA aims to process waivers within about 90 days, though complex proposals may take longer.

Canada

Authority: Transport Canada (TC). 

Historically, all BVLOS flights required a Special Flight Operations Certificate (SFOC). Under new regulations effective April 1, 2025, routine BVLOS is permitted without SFOC in low-risk conditions (drones ≤150 kg, uncontrolled airspace, sparse population). Otherwise, BVLOS still requires approval. 

Operators must hold an Advanced Pilot Certificate and apply for an SFOC for BVLOS, including a Specific Operational Risk Assessment (SORA). Higher-risk flights (e.g., over higher populations or controlled airspace) may fall under the “High Complexity” category, with a detailed SFOC and SORA required. 

Transport Canada expects a means to detect and avoid other aircraft for BVLOS. This can be achieved via technology (sensors or DAA) or procedural methods (e.g., visual observers, geofencing). The new rules explicitly maintain that a detect-and-avoid capability is “essential” for BVLOS. Safe command-and-control links (with automatic RTH if a link is lost) and compliance with separation minima are also required.

SFOC applications for BVLOS are reviewed case-by-case. Transport Canada notes that approvals for high-risk SFOCs are typically completed within about 60 working days once a complete application is received. Applicants must submit manuals, insurance, risk assessments, and evidence of training.

United Kingdom

Authority: UK Civil Aviation Authority (CAA).

BVLOS flights are allowed only with a CAA-granted Operational Authorization (OA). Unauthorized BVLOS flying is explicitly prohibited.

Operators apply for a specific-category OA using the UK’s SORA process (since April 2025). BVLOS is not covered by the “open” category rules, so an OA—either via UK-SORA or a prescribed PDRA (if available)—is mandatory.

CAA guidance expects robust collision-risk mitigation. Detect-and-avoid technology (or at least electronic conspicuity like ADS‑B or FLARM combined with ground radar) is usually required to keep UA well clear of other traffic. Pilots must ensure reliable C2 links and often use visual observers or segregated temporary airspace (“TRAs”) when needed. Compliance with CAP 722 risk standards is enforced.

CAA reviews an Operating Safety Case or a UK SORA submission. In practice, OA processing can take several months. Guidance notes indicate that typical BVLOS authorizations require on the order of 2–4 months for approval, depending on applicant experience and information completeness.

European Union (France, Germany)

Authority: EASA (EU-wide framework) implemented by national aviation authorities (NAAs), e.g., France’s DGAC or Germany’s LBA.

BVLOS is allowed under the EASA “specific” category of operations. All flights beyond VLOS require an NAA-issued operational authorization.

Operators must obtain an operational authorization (or a Light UAS operator certificate) from their NAA. France’s DGAC and Germany’s LBA both mandate a detailed risk assessment and safety plan for BVLOS flights. EASA has published standard scenarios (STS) for some BVLOS tasks, but any out-of-scope use requires an application via Specific Operations Risk Assessment (SORA).

EU law requires that BVLOS flights have the means to “remain well clear of” other air traffic. In practice, this means onboard or ground DAA systems or equivalent mitigations (e.g., multiple observers, segregated corridors). All drones used must carry Remote ID/class markings, and operators must meet enhanced pilot competency standards.

NAAs typically consult CAP 722 (or national equivalents) in evaluating the safety case. Approvals are reviewed on a case-by-case basis and can take several months. Both DGAC and LBA emphasize mature safety management (e.g., quality systems, training) for BVLOS programs.

Australia

Authority: Civil Aviation Safety Authority (CASA).

CASA permits BVLOS only by specific approval under CASR Part 101.

Operators need a Remotely Piloted Aircraft Operator’s Certificate (ReOC) and a Remote Pilot Licence (RePL) with an Instrument Rating or the CASA BVLOS exam. With these, the operator applies for a BVLOS Flight Authorization (CASA has defined standard scenarios to streamline common cases).

CASA uses the JARUS SORA risk framework. Applicants must show robust mitigations: secure C2 links, emergency RTH procedures, and tactical see-and-avoid (using observers or approved DAA tech). CASA publishes specific guidelines and standard scenarios for BVLOS, reflecting requirements like maintaining a link, remaining clear of persons, and conducting detailed ground risk assessments.

CASA notes that BVLOS approvals “take several months” to assess. Applications involve either a standard scenario submission or a full SORA. CASA may request additional info (e.g., flight tests) before approving.