Faa Registration Lawsuit One
Faa Registration Lawsuit One
Faa Registration Lawsuit One
Document #1590543
Filed: 12/24/2015
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ORIGINAL
IN THE UNITED STATES COURT OF
FOR IHF DISTRIC) OF flLUMBTA iTR,iuFcoLUMBIAcIRCUIT
JOb
fjEO 4
FILED[EC42O1
A. TAYLOR
Z015
Petitioner
CLERK
RECEIVED
vs.
MICHAEL P. HUERTA
As Administrator
?EDERAL AVIATION
ADMINTSTRATION,
ie
(SO FR 7)3) issd by the Federal Aviation Administraiion (FAA) on Deemher 16. 2i
and ftr
iiS cause
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JURISDICTION
1. This Court has jurisdiction and over this matter pursuant to 49 U.S.C. 46110(a).
...
Administration may not promulgate any rule or regulation regarding a model aircraft, or
an aircraft being developed as a model aircraft if.
. .
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ii. The function of the Interim Final Rule is to create a registry for small unmanned aircraft.
14 CFR 48.1(b), created by the Interim Final Rule, provides, Small unmanned aircraft
eligible for registration in the United States must be registered and identified... pursuant
to specified requirements.
12. The Interim Final Rule sets a trigger date of December 21, 2015 for the requirement that
newly-acquired small unmanned aircraft be registered prior to operation.
13. The aforesaid trigger date was timed knowingly and intentionally to coincide with the
to 14CFR48.1(b).
15. Under the terms of the Interim Final Rule, Petitioner would be required to register his
aforesaid aircraft and affix a registration number assigned by Respondent.
16. Petitioners aforesaid aircraft are unmanned aircraft that are capable of sustained flight in
the atmosphere.
17. Petitioners aforesaid aircraft are unmanned aircraft that are flown within visual line of
sight of the person operating the aircraft.
18. Petitioners aforesaid aircraft are unmanned aircraft that are flown for hobby or
recreational purposes.
19. Petitioners aforesaid aircraft are, or will be, part of small unmanned aircraft systems.
20. Prior to adoption of the Interim Final Rule, the FAAs longstanding rule, articulated on
their website, was that, Registration is not required for model aircraft operated solely tr
hobby or recreational purposes. Under to mandates of the Rule, such model aircraft
niust be registered.
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21. The Interim Final Rule, in its entirety, constitutes a violation of Sec. 336(a) of the Act.
COUNT I
(Declaratory Relief)
22. Petitioner incorporates by reference the preceding allegations of fact contained in the
Complaint.
WHEREFORE, Petitioner demands that the Court issue an order declaring that the Interim Final
Rule is void as a violation of Sec. 3 36(a) of the Act. Petitioner further requests that he be
awarded costs and reasonable attorneys fees pursuant to 28 U.S.C.A. 24 12.
COUNT!!
(Permanent Inj unction)
23. Petitioner incorporates by reference the preceding allegations of fact contained in the
Complaint.
24. Petitioner will suffer irreparable harm in the absence of a permanent injunction.
25. The balance of equities tips in Petitioners favor.
26. A permanent injunction is in the public interest.
WHEREFORE, Petitioner demands that the Court issue a stay enjoining Respondent from:
A. Enforcing upon or further implementing the provisions of the Interim Final Rule (80 FR
78593).
B. Requiring or accepting registrations for model aircraft operated by Petitioner or others
solely for hobby or recreational purposes that meet the use criteria set forth in Sec. 336(a)
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of the FAA Modernization and Reform Act of 2012 (H.R. 658/P.L. 112-95, Feb. 14,
2012, 126 Stat. 11).
C. Taking enforcement action regarding Petitioner or other persons who fail to comply with
the registration or other requirements of the Interim Final Rule (80 FR 78593).
D. Disseminating any registration information received by Respondent from Petitioner or
others pursuant to the registration process established by the Interim Final Rule (80 FR
78593).
E. Continuing to maintain any registration information received by Respondent from
Petitioner or others pursuant to the registration process established by Interim Final Rule
(80 FR 78593).
Petitioner further requests that he be awarded costs and reasonable attorneys fees pursuant to
28 U.S.C.A.
2412.
Submitted,
Maryland 20906
I
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AFFIDAVIT
I, JOHN A. TAYLOR, HEREBY CERTIFY, under penalty of perjury, that the representations
contained herein are true and correct to the best of my knowledge, information and belief.
John
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ORIGINAL
SEC. 336. SPECIAL RULE FOR MODEL AIRCRAFT.
(a) In Genera/.--Notwithstanding any other provision of law relating to the incorporation of
unmanned aircraft systems into Federal Aviation Administration plans and policies, including
this subtitle, the Administrator of the Federal Aviation Administration may not promulgate any
rule or regulation regarding a model aircraft, or an aircraft being developed as a model aircraft.
if(1) the aircraft is flown strictly for hobby or recreational use:
(2) the aircraft is operated in accordance with a community-based set of safety guidelines and
within the programming of a nationwide community-based organization:
(3) the aircraft is limited to not more than 55 pounds unless otherwise certified through a design,
construction. inspection, flight test, and operational safety program administered by a
community-based organization:
(4) the aircraft is operated in a manner that does not interfere with and gives way to any mamied
aircraft; and
(5) when flown within 5 miles of an airport, the operator of the aircraft provides the airport
operator and the airport air traffic control tower (when an air traffic facility is located at the
airport) with prior notice of the operation (model aircraft operators flying from a permanent
location within 5 miles of an airport should establish a mutually-agreed upon operating
procedure with the airport operator and the airport air traffic control tower (when an air traffic
facility is located at the airport)).
(b) Statutoiy Construction.--Nothing in this section shall be construed to limit the authority of
the Administrator to pursue enforcement action against persons operating model aircraft who
endanger the safety of the national airspace system.
(c) Model Aircraft Defined.--In this section, the term model aircraft means an unmanned
aircraft that is-(1) capable of sustained flight in the atmosphere;
(2) flown within visual line of sight of the person operating the aircraft; and
(3) flown for hobby or recreational purposes.
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FEDERAL REGISTER
VoL 80
Wednesday,
No, 241
F art J
Department of Transportation
Federal Aviation Administration
14 CFR Parts 1, 45, 47, et al.
Registration and Marking Requirements for Small Unmanned Aicraft; Fnai
Rule
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Federal Register/Vol. 80, No. 241 /Wednesday, December 16, 2015 /Rules and Regulations
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Parts 1,45,47,48,91, and 375
[Docket No.: FAA20157396; Amdt. Nos.
168, 4530, 4730, 481, 91338]
RIN 2120AK82
Registration and Marking
Requirements for Small Unmanned
Aircraft
Transportation (DOT).
ACTION: Interim final rule.
This action provides an
alternative, streamlined and simple,
web-based aircraft registration process
for the registration of small unmanned
aircraft, including small unmanned
aircraft operated as model aircraft, to
facilitate compliance with the statutory
requirement that all aircraft register
prior to operation. It also provides a
simpler method for marking small
unmanned aircraft that is more
appropriate for these aircraft. This
action responds to public comments
.ceived regarding the proposed
registration process in the Operation
and Certification of Small Unmanned
Aircraft notice of proposed rulemaking,
he request for information regarding
nm anned aircraft system registration,
and the recommendations From the
Unmanned Aircraft System Registration
Task Force. The Department encourages
persons to participate in this rulemaking
by submitting comments on or before
the closing date for comments. The
Department will consider all comments
received before the closing date and
make any necessary amendments as
appropriate.
DATES: This rule is effective December
21, 2015. Comments must be received
SUMMARY:
comments identified
by docket number FAA20157396
using any of the following methods:
Federal eRulemaking Portal: Go to
http://www.regu]ations.gov and follow
the online instructions for sending your
comments electronically.
Mail: Send comments to Docket
Operations, M30; U.S. Department of
Transportation (DOT), 1200 New Jersey
ADDRESSES: Send
UASRegistration@faa.gov.
SUPPLEMENTARY INFORMATION:
Table of Contents
I. Executive Summary
A. Purpose of the Regulatory Action
B. Summary of the Major Provisions
C. Summary of Costs and Benefits
II. Compliance
III. Good Cause for Immediate Adoption
IV. Comments Invited
V. Authority for this Rulemaking
VI. Background
A, Statutory Requirements Related to
Aircraft Registration
B. Regulatory Requirements Pertaining to
Aircraft Registration and Identification
C. Related FAA and DOT Actions
1.
1. Citizenship
2. Commercial activity conducted by nonU.S. citizens
3. Minimum Age to Register
E. Registration Required Prior to Operation
1. Registration Prior to Operation
I. Executive Summary
A. Purpose of the Regulatory Action
This interim final rule (IFR) provides
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Federal Register/Vol. 80, No. 241/Wednesday, December 16, 2015 /Rules and Regulations
comply with the statutory aircraft
registration requirement for all aircraft
owners, including small unmanned
aircraft, is the paper-based system set
forth in 14 CFR parts 45 and 47. As the
Secretary and the Administrator noted
in the clarification issued October 19,
2015 and further analyzed in the
regulatory evaluation accompanying
this rulemaking, the Department and the
FAA have determined that this process
is too onerous for small unmanned
aircraft owners and the FAA. Thus, after
considering public comments and the
recommendations from the Unmanned
Aircraft System (UAS) Registration Task
Force, the Department and the FAA
have developed an alternative process,
provided by this IFR (14 CFR part 48),
for registration and marking available
only to small unmanned aircraft owners.
Small unmanned aircraft owners may
use this process to comply with the
statutory requirement to register their
aircraft prior to operating in the
National Airspace System (NAS).
78595
Unmanned aircraft weighing less than 55 pounds and more than 0.55 pounds (250 grams) on takeoff, in
cluding everything that is on board or otherwise attached to the aircraft and operated outdoors in the na
tional airspace system must register.
48.15
Owners of small unmanned aircraft must register their aircraft prior to operation of the sUAS.
48.15
December 21, 2015
Any small unmanned aircraft to be used exclusively as model aircraft that have never been operated.
Small unmanned aircraft to be used in authorized operations as other than model aircraft continue to
use part 47 registration process.
February 19, 2016
Small unmanned aircraft to be used exclusively as model aircraft and have been operated by their
owner prior to December 21, 2015.
March 31, 2016
Small unmanned aircraft to be used in authorized operations other than as model aircraft continue to
use part 47 registration process or use part 48 process.
48.5
Persons 13 years of age and older are permitted to use the part 48 process to register a small unmanned
aircraft. If the owner is less than 13 years of age, then the small unmanned aircraft must be registered
by a person who is at least 13 years of age.
48.25
Registration will occur through an online web-based system.
48.100(c)
Each small unmanned aircraft intended to be used other than as a model aircraft and owned by individuals
or other persons, including corporations, will be issued a Certificate of Aircraft Registration with a unique
registration number.
48.110(a)
A Certificate of Aircraft Registration and registration number issued to an individual intending to use small
unmanned aircraft exclusively as model aircraft, constitutes registration for those small unmanned air
craft owned by that individual that are intended to be used exclusively as model aircraft.
48.115(a)
Required information from persons registering small unmanned aircraft intended to be used as other than
model aircraft.
Applicant name or name of authorized representative.
Applicant physical address (and mailing address if different than physical address).
Applicant e-mail address or email address of authorized representative.
Aircraft manufacturer and model name, and serial number, if available.
Other information as required by the Administrator.
Required information from individuals registering small unmanned aircraft intended to be used exclusively
as model aircraft.
Applicant name.
Applicant physical address (and mailing address if different than physical address).
Timing of registration
Compliance dates
Registration information
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TABLE 1SUMMARY OF MAJOR PROvtSIONS.Continued
Issue
Registration fee
Marking
FR
9544
(Feb.
23, 2015).
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as further prescribed in 14 CFR part 47,
registration is required prior to
operation. See 80 FR 63912, 63913
(October 22, 2015). Aircraft registration
is necessary to ensure personal
accountability among all users of the
NAS. See id. With the current
unprecedented proliferation of new
sUAS, registration allows the FAA a
direct and immediate opportunity to
educate sUAS owners. Aircraft
registration also allows the FAA and
law enforcement agencies to address
non-compliance by providing the means
by which to identify an aircrafts owner
and operator.
Congress has also directed the FAA to
develop plans and policy for the use of
the navigable airspace and assign by
regulation or order the use of the
airspace necessary to ensure the safety
of aircraft and the efficient use of
airspace. 49 U.S.C. 40103(b)(1).
Congress has further directed the FAA
to prescribe air traffic regulations on
the flight of aircraft (including
regulations on safe altitudes) for
navigating, protecting, and identifying
aircraft; protecting individuals and
property on the ground; using the
navigable airspace efficiently; and
78597
Month
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sept
Oct
Nov
Dec
Total
11
16
36
30
41
41
33
22
238
Count
Feb
Mar
Apr
May
Jun
Jul
Aug
Sept
Oct
Nov
Total
26
50
85
64
95
132
128
193
127
137
96
1133
As of December 9, 2015.
http://www.newsweek.cam/drones-interfere
firefighters-battling-california-wildfire-34 7774.
See Keith Laing, Feds investigating drone
sighting near Newark airport, The Hill, Aug. 10,
2015, http://thehill.com/policy/transportation/
250731-feds-investigating-drone-sighting-nearnewark-airport.
See FAA Investigating Close Calls with Drones
Near JFK Airport, Albany Business Review, Nov. 20,
2014, available at 2014 WLNR 32783307.
Lake Fire Crew After Private Drone Flight
5
Disrupted Air Flights. Las Angeles Times, June 25,
continued
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13
Charged with Endangerment After
Drone Crashes into Stadium, Ars Technica,
September 11, 2015, available at http://arstechnica.
com/tech-policy/201 5/09/student-charged-withendangerment-after-drone-croshes-into-footbali
stadium!.
14 Fallen Drone Injures 11 -mointh old near
Pasadena City Hall, Pasadena Star News, September
15, 2015 available at http://www.pasadenastar
news.com/general-news/201 50915/falling-droneinjures-Il -month-old-near-pasadena-city-hall.
80 FR 9544 (Feb. 23, 2015).
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aircraft used for purposes other than as
model aircraft. By first addressing the
registration of new small unmanned
aircraft to be operated exclusively as
model aircraft, the FAA expects to
provide relief from the existing
registration process to the largest
population of new small unmanned
aircraft operators while still realizing
the fundamental goal of identification of
small unmanned aircraft owners
responsible for the aircraft operation.
Therefore, the FAA has determined
that it is impracticable and contrary to
the public interest in ensuring the safety
of the NAS and people and property on
the ground to proceed with further
notice and comment on aircraft
registration requirements for small
unmanned aircraft before implementing
the streamlined registry system
established by this rule. As more small
unmanned aircraft enter the NAS, the
risk of unsafe operations will increase
without a means by which to identify
these small unmanned aircraft in the
event of an incident or accident.
Registration will also provide an
immediate and direct avenue for
educating users regarding safe and
responsible use of sUAS. The public
interest served by the notice and
comment process is outweighed by the
significant increase in risk that the
public will face with the immediate
proliferation of new small unmanned
aircraft that will be introduced into the
NAS in the weeks ahead.
In developing the IFR, the Department
has considered the public comments
regarding UAS registration received in
response to the Operation and
Certification of Small UAS NPRM, the
Request for Information published in
the Federal Register on October 22,
2015, and the recommendations from
the UAS Registration Task Force.
Although we have considered these
comments in developing this IFR, the
Department will consider additional
comments received following
publication of this IFR and make any
necessary adjustments in the final rule.
At this time however, due to the reasons
set forth above, providing another
opportunity for notice and comment in
advance of this rule going into effect
would be contrary to the public interest
and impracticable.
Additionally, the APA requires
agencies to delay the effective date of
regulations for 30 days after publication,
unless the agency finds good cause to
make the regulations effective sooner.
See 5 U.S.C. 553(d). Good cause exists
for making this regulation effective less
than 30 days from the date of
publication because it relieves a
significant number of owners from the
78599
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will enable advanced UAS operations.
The Department requires UAS operators
authorized under each of these
integration programs to register their
unmanned aircraft through the existing
FAA paper-based registration process
under 14 CFR part 47.
The Department and the FAA have
taken several other related actions as
provided in the preamble discussions
that follow.
1. Operation and Certification of Small
Unmanned Aircraft Systems Notice of
Proposed Rulemaking
The Secretary and the Administrator
issued an NPRM, Operation and
Certification of Small Unmanned
Aircraft Systems (80 FR 9544 (Feb. 23,
2015)) (sUAS Operation and
Certification NPRM),
7 that proposed a
framework for integrating small UAS
operations in the NAS. Specifically, the
proposal would address the operation of
small UAS, certification of small UAS
operators, small UAS registration, and
display of registration markings. The
agency also proposed to exclude small
UAS operations from the requirements
for airworthiness certification under the
authority of section 333 of the Act
because the safety concerns related to
airworthiness of small UAS would be
mitigated by the other provisions of that
proposed rule.
In the sUAS Operation and
Certification NPRM, the Secretary and
the Administrator asserted that small
unmanned aircraft satisfy the statutory
definition of aircraft and thus must be
registered prior to operation. For this
reason, the NPRM proposed to clarify
the applicability of the part 47 aircraft
registration requirements to sUAS
expected to be operated under proposed
part 107. See 80 FR at 9574. The NPRM
also clarified that small unmanned
aircraft must display a registration
number in accordance with part 45. The
agency proposed, however, to exclude
small unmanned aircraft from the
requirements in part 45, subpart B for
fireproof marking. See 80 FR at 95 74
9575.
The comment period for the sUAS
Operation and Certification NPRM
closed April 24, 2015. The FAA
received more than 4,500 comments on
this proposal; of those, approximately
125 commenters addressed the issue of
small unmanned aircraft registration
and the registration process, and
approximately 110 addressed marking
requirements. This IFR addresses the
comments received regarding the
registration, identification, and marking
requirements as well as certain
RIN 2120AJ60.
7
78601
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TABLE 4SMALL UAS REGIsTRATION TASK FORCE AvIATION RULEMAKING C0MMrrrEE REcOMMENDATIONs SUMMARY
Issue
UAS that weigh under 55 pounds and above 250 grams maximum takeoff weight, and are op
erated outdoors in the NAS.
No. The registration system is owner-based, so each registrant will have a single registration
number that covers any and all UAS that the registrant owns.
No. Registration is mandatory prior to operation of a UAS in the NAS.
Name and street address of the registrant are required.
Mailing address, email address, telephone number, and serial number of the aircraft are op
tional.
No.
Is there a citizenship requirement?
Yes. Persons must be 13 years of age to register.
Is there a minimum age requirement?
No.
Is there a registration fee?
Is the registration system electronic or web- The system for entry of information into the database is web-based and also allows for mul
tiple entry points, powered by an API [application programming interface] that will enable
based?
custom apps [applications] to provide registry information to the database and receive reg
istration numbers and certificates back from the database. Registrants can also modify their
information through the web or apps.
A certificate of registration will be sent to the registrant at the time of registration. The certifi
How does a UAS owner prove registration?
cate will be sent electronically, unless a paper copy is requested, or unless the traditional
aircraft registration process is utilized. The registration certificate will contain the registrants
name, FAA-issued registration number, and the FAA registration website that can be used
by authorized users to confirm registration information. For registrants who elect to provide
the serial number(s) of their aircraft to the FAA, the certificate will also contain those serial
number(s). Any time a registered UAS is in operation, the operator of that UAS should be
prepared to produce the certificate of registration for inspection.
Does the registration number have to be affixed Yes, unless the registrant chooses to provide the FAA with the aircrafts serial number. Wheth
er the owner chooses to rely on the serial number or affix the FAA-issued registration num
to the aircraft?
ber to the aircraft, the marking must be readily accessible and maintained in a condition that
is readable and legible upon close visual inspection. Markings enclosed in a compartment,
such as a battery compartment, will be considered readily accessible if they can be
accessed without the use of tools.
istration requirement?
Do owners need to register each individual UAS
they own?
Is registration required at point-of-sale?
What information is required for the registration
process?
18
Task Force final report can be found in the
docket for this rulemaldng and at https://
www.fao.gov/uas/publicotions/medicz/
RTFARCFInaJReport_1 1-21 -15.pdf
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registration at the discretion of the
owner if they wish to pursue that venue.
A. Applicability
1. Small Unmanned Aircraft
S
9
ec. 331(9) of Public Law 11295. Public Law
defines an unmanned aircraft system as
an unmanned aircraft and associated elements
(including communication links and the
11295
78603
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the weight limitation, the United States
Ultralight Association (UASA) also
expressed concern about the significant
damage that a 50-plus pound unmanned
aircraft could do to light, open cockpit
aircraft.
Other commenters asked the FAA to
increase the 55-pound weight limit.
Consumers Energy Company objected to
the definitions proposed weight
limitation as too light, arguing that a 55pound weight restriction will negatively
impact small UAS flight times and the
usage of alternative fuel sources. The
company urged FAA to consider fuel
loads and to increase the weight
restriction to 120 pounds. The company
noted that, if FAA has concerns about
safety, it could create subcategories
under which maximum weight
restriction is imposed on the fuel load,
rather than adopt a blanket weight
restriction. Several individual
commenters also suggested higher
weight limits, including: 80 pounds; a
range of 30100 pounds; and 150
pounds. Another individual commenter
called the weight restriction arbitrary,
and noted that other countries have
defined small UAS up to 150 kg.
An individual commenter suggested
that the FAA amend the definition of
small unmanned aircraft to include
aircraft weighing exactly 55 pounds.
Another individual commenter stated
that the definition of small unmanned
aircraft must be clarified to account for
different types of UAS (e.g., fixed-wing,
rotor-wing, small, medium, large).
The definition of small unmanned
aircraft is a statutory definition.
Specifically, Public Law 11295 defines
a small unmanned aircraft as an
unmanned aircraft weighing less than
55 pounds. 28 Accordingly, this rule
will retain the statutory definition,
which includes 55 pounds as the weight
limit for a small unmanned aircraft.
However, as the FAA pointed out in
the sUAS Operation and Certification
NPRM, the statutory definition contains
an ambiguity with regard to how the 55pound weight limit should be
calculated. The Small UAV Coalition
and Federal Airways & Airspace
supported the inclusion of payload in
the 55-pound weight limit. Conversely,
DJI, the Associated General Contractors
of America, and an individual
commenter questioned whether the 55pound weight limitation should include
payload that is carried by the small
unmanned aircraft. DJl argued that the
FAA does not consider the weight of
payload in its regulations governing the
operation of ultralights. Kapture Digital
Media stated that the total weight limit
28
78605
(Small UAS)
Finally, the sUAS Operation and
Certification NPRM proposed a
definition of small unmanned aircraft
system (small UAS) as a small
unmanned aircraft and its associated
elements (including communication
links and the components that control
the small unmanned aircraft) that are
required for the safe and efficient
operation of the small unmanned
aircraft in the national airspace
30 The NPRM explained that,
with one exception, this proposed
definition would be similar to the
statutory definition of UAS specified in
Public Law 112_95.31 The difference
between the two definitions is that the
proposed definition of small UAS did
not refer to a pilot in command, as
that position did not exist under the
32
NPRM.
80 FR at 9556.
Pub. L. 11295, section 331(9).
33
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other countries, such as Australia,
Canada and the United Kingdom have
made this distinction between
recreational and commercial use and
not required registration of recreational
use aircraft. The Minnesota Department
of Transportation also stated that it has
not required UAS operated solely for
recreational use to register. Many other
commenters specifically stated that any
model aircraft operated within the
safety programming of the AMA should
be considered model aircraft and not
UAS and therefore exempt from the
registration requirement. A large
number of those commenters asserted
that the AMA has an impeccable 80year track record of operating safely,
and that requiring AMA members to
register their aircraft will have no
impact on that safety record. Several
commenters recommended that the FAA
require model aircraft operators to
become AMA members. Some other
commenters said that any model aircraft
that meets the definition of model
aircraft contained in the FAA
Modernization and Reform Act of 2012
should be exempt from the registration
requirement.
A number of individual commenters
highlighted the distinction between
traditional model aircraft that are home
built or assembled from kits (which they
characterized as separate from UAS) and
Ready to Fly (RTF) aircraft that do not
require assembly (which they
characterized as UAS). These
commenters claimed that traditional
model aircraft do not pose a safety risk
to the NAS because they are flown
strictly within the operators visual line
of sight, have no autonomous control,
and have fairly limited ranges. Some
commenters also pointed out that model
aircraft that are operated within the
auspices of the AMA can only be flown
at AMA-sanctioned fields and must
already display the owners AMA
member ID. Commenters contrasted
these models with ready-to-fly aircraft,
which are easy to operate, capable of
vertical take-off, payload carrying and
flying autonomously and beyond visual
line of sight, and are often equipped
with other enhanced capabilities, such
as cameras, GPS systems, and remote
viewing electronics. Commenters
asserted that the problems that have
prompted the FAA to require
registration are due to the proliferation
of these ready-to-fly aircraft that can be
flown beyond visual line of sight. One
commenter said their ease of use,
intuitive controls, and overall
availability have created a perfect storm,
wherein inexperienced flyers are flying
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they asserted to be long-range first
not automatically be required to register
person view and GPS waypoint
because some small UAS flown by
navigationand then transparently
beginners use GPS to stabilize the
aircraft, which increases their safety
assess the results of this registration.
These commenters noted that if the FAA level. The commenter noted that these
determines that conventional model
UAS have controls that will not let the
aircraft fly above a certain altitude.
aircraft are still creating an undue
Several commenters said that any
hazard for aviation, then additional
requirement to register all UAS that
measures (such as a requirement for
low-cost pressure altimeters that limit
have the ability to fly above a certain
model aircraft below 400 feet) could be
altitude or to enter controlled airspace
implemented.
should exclude UAS that are
The Aerospace Industries Association programmed with geofencing or Safe
said that only aircraft capable of
Fly technology, which limits altitude
sustained, untethered flight should be
and restricts flight into controlled
registered. A few individual
airspace. The Toy Industry Association
commenters similarly recommended
cautioned against using altitude as a
exemptions for aircraft that are controlthreshold for registration. The
line operated (i.e., tethered flight), that
commenter noted that not all companies
are hand-thrown or rubber-band
use technology that limits the height a
powered (i.e., free flight aircraft), and UAS can fly and that it would be
that are unpowered (e.g., gliders).
premature to spell out specific
Several members of the free flight
technological requirement to ensure that
community specifically recommended
UAS fly below a certain altitude when
that the FAA create an exemption for
other technology advancements may
light-weight, free flight model aircraft
develop that achieve the same purpose.
that weigh 10 ounces or less and have
The Toy Industry Association also
no means of externally controlling their asserted that the issue of whether a UAS
aircraft while in flight.
is equipped with a camera is not
Another individual similarly asserted relevant to registration. The association
that speed, altitude, and flight duration
stated that, while there are legitimate
will depend on battery, motor, and
privacy concerns to consider, this
propeller size, and that weight should
conversation should not take place in
therefore be used to determine which
the context of the aviation industry
UAS should be exempt from the
safety at this time.
registration requirement. The
The National Retail Federation said
commenter noted that consideration of
that unmanned aircraft that are
factors such as speed, altitude, and
designated as toys with limited
flight duration raises the question of
performance capabilities should be
what defines the actual UAS (e.g., the
exempt from the registration process.
fuselage for a plane, the frame of a
The commenter did not, however,
quadcopter). The commenter further
specify what qualifies as toys, or what
noted that the same fuselage can have
performance capabilities would remove
dramatically different performance
an unmanned aircraft from the toy
characteristics if the battery, motor, or
category. Rather, the commenter said
propeller is changed. The commenter
the FAA should require registration
asserted that registering each
based on potential safety and security
combination would be absurd, and
risks associated with performance
any change in propeller, motor, or
capabilities or material specifications of
battery size would raise questions of
the unmanned aircraft, or the age of the
when an owner needs to re-register the
operator.
aircraft.
Some commenters stated more
There were commenters, however,
generally that aircraft capabilities
who disagreed with a requirement to
should not be a consideration for
register UAS that possess some of the
exemption from registration. One
above-listed capabilities. An individual
individual said speed, altitude, and
commenter, for example, said that
flight duration should not be criteria for
enhanced capabilities such as first
registration because they can vary
person view or flight controls capable of depending on a wide-variety of userautonomous flight should not be a
selectable UAS components such as
reason for requiring registration. The
props choice, battery size, and flight
commenter claimed that an aircraft that
mode, among others. Another
does not exceed safe mass/speed!
individual said that because unmanned
altitude/duration thresholds is not
aircraft are constantly changing and
automatically a threat to manned
evolving, it would be a poor choice to
develop limitations based on
aircraft simply by virtue of being
performance. Several other individuals
equipped with enhanced capabilities.
Another individual commenter said that stated that registration should only be
small UAS equipped with GPS should
required if the operator intends to
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aircraft weighing less than 55 pounds)
that are operated outdoors in the NAS.
Beyond that baseline, however, the FAA
asked the Task Force for
recommendations regarding additional
minimum requirements for small
unmanned aircraft that would need to
be registered. In particular, the agency
asked the Task Force to consider factors
including, but not limited to, technical
capabilities and operational capabilities
such as size, weight, speed, payload,
equipage, and other factors such as the
age of the operator.
The safety of the non-flying public
and of other users of the NAS was
central to the Task Forces
determination of what category of small
unmanned aircraft to recommend for
exemption from the registration
requirement. With considerations of
safety in mind, the Task Force
addressed the possibility of
recommending an exclusion based on
various factors, including: Weight (alone
and in combination with altitude or
kinetic energy), mass, speed, kinetic
energy, payload, equipage (e.g., camera,
GPS), and operational capabilities, such
as the ability to navigate the airspace,
the ability to operate above a certain
altitude above ground level, the ability
to operate beyond the visual line of
sight of the operator, the ability to
operate autonomously, and flight
duration.
The Task Force ultimately agreed to
use a mass-based approach to determine
an appropriate category of small
unmanned aircraft to recommend for
exclusion from the registration
requirement. This was based upon the
probability of a catastrophic event
occurring (i.e., death or serious injury)
due to a collision between a small
unmanned aircraft and a person on the
ground. The Task Force further stated
that because of the lack of data on
unmanned aircraft-aircraft collisions,
engine ingestion, and propeller impacts
by unmanned aircraft, the probability of
a catastrophic event occurring due to
those events was not part of its
consideration. Rather, the task force
noted that research in this area
continues and as it becomes available,
this threshold should be evaluated and
adjusted accordingly. This approach
best satisfied the Task Forces concerns
about safety and provided a minimum
weight threshold for registration that is
easy to understand and apply and
would therefore encourage compliance.
The formula considered by the task
force is a standard aviation risk
assessment formula used in
consideration of manned aircraft safety.
For ease of administration and small
unmanned aircraft owner
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Convention on International Civil
Aviation, signed at Chicago on 7
December 1944 and amended by the
ICAO Assembly (Doc 7300) addresses
pilotless aircraft and states that:
No aircraft capable of being flown without a
pilot shall be flown without a pilot over the
territory of a contracting State without
special authorization by that State and in
accordance with the terms of such
authorization. Each contracting State
undertakes to insure that the flight of such
aircraft without a pilot in regions open to
civil aircraft shall be so controlled as to
obviate danger to civil aircraft.
For those that do not satisfy the
citizenship requirements for U.S.
registration, consistent with the
authority in 49 U.S.C. 41703, the
Secretary may authorize certain foreign
civil aircraft to be navigated in the U.S.
only (1) if the country of registry grants
a similar privilege to aircraft of the U.S.;
(2) by an airman holding a certificate or
license issued or made valid by the U.S.
government or the country of registry;
(3) if the Secretary authorizes the
navigation; and (4) if the navigation is
consistent with the terms the Secretary
may prescribe. See also 14 CFR part 375,
Navigation of Foreign Civil Aircraft in
the United States.
In this instance, with respect to those
individuals who do not satisfy the
citizenship requirements and yet wish
to conduct model aircraft operations in
the U.S., the Secretary has determined,
consistent with Article 8, and the
authority under 49 U.S.C. 41703, as
implemented in 14 CFR part 375, that it
is appropriate to allow these operations
to occur provided that individuals
complete the process set forth in 14 CFR
part 48 and comply with the statutory
requirements for conducting model
aircraft operations in Public Law 112
95, section 336 (Feb. 14, 2012). For
these individuals, recognizing that most
ICAO member states have not imposed
a registration or airworthiness
requirement for these small unmanned
aircraft, we will recognize these aircraft
as other foreign civil aircraft as
defined in 14 CFR 375.11. Consistent
with the Secretarys authority in section
333 of Public Law 11295, provided the
aircraft are operated exclusively as
model aircraft in accordance with
section 336 of Public Law 11295, an
airworthiness certificate will not be
required. Section 375.38 will require
individuals to comply with 48.30 and
pay a $5 fee, complete the application
and the registration process in
48.100(b) and (c), 48.105, and 48.115;
mark the aircraft in accordance with the
provisions in 48.200 and 48.205, and
comply with the statutory model aircraft
requirements in section 336 of Public
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point-of-sale registration system in time
for this holiday season would impose
heavy and costly administrative burdens
on the FAA and retailers while at the
same time raising serious consumer
privacy concerns.
The National Retail Federation (NRF)
stated that many retail point-of-sale
systems are not configured to capture
individual product identifying
information. From a products TJPC
code, many point-of-sale systems will
identify the type of item, but cannot be
configured to automatically capture
information identifying each unique
instance of an item type, such as a serial
number. NRF stated that point-of-sale
registration would require retailers to
build a manual intervention process
into their point-of-sale systems; cashiers
would have to manually capture the
serial number of the UAS and other
required registration information. The
commenter said this process would
require training sales personnel, which
imposes labor costs.
RILA and NRF stated that collecting
personal information in a checkout line
was problematic and presented data
safety issues. RILA stated that it would
cause significant delays in checking out
for both UAS buyers and other
customers. For both store and online
sales, RILA stated that the retailer
would have to explain the requirements
to the customers because many would
not be aware of the FAA rule. RILA also
stated that point-of-sale registration
would not capture the needed
information for those UAS that are
bought as gifts. Finally, RILA stated that
a point-of-sale requirement would
regulate sales rather than operations and
questioned whether the FAA has the
authority to regulate sales.
A number of individual commenters
stated the point of sale would not work
for people who build their own models
from purchased parts or 3D-generated
parts, for many online sales, and for
purchases from foreign Web sites. One
commenter stated that he bought parts
without necessarily knowing exactly
what kind of model he will build.
Another commenter stated that some
kits are sold by individuals operating
small businesses from their homes.
Several individuals suggested that the
FAA provide identification numbers to
purchasers so that the seller would only
need to record the numbers. Other
commenters recommended that AMA
membership or proof of registration
with the FAA be required at point of
sale.
RILA, Horizon Hobby, and many
individual commenters supported
registration prior to operation. They
stated that this approach would make it
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would be the same regardless of what
point of entry is used into the
registration system. The online
registration system should provide for
an option for owners to edit and delete
their registration information, as well as
to view and print physical copies of
their registration certificates through
access to a password-protected webbased portal.
IFR Requirement: In 48.30, the FAA
sets out a process for streamlined
registration of small unmanned aircraft.
This streamlined process is exclusively
web-based. The FAA agrees with
commenters and the Task Force that a
web-based system is much more
functional than a paper system would
be, and also agrees that registration
compliance rates will increase
dramatically when registration can be
accomplished through a simple, webbased system. Additionally, the current
FAA Registry would be unable to
quickly process the dramatic increase in
paper volume that the FAA would
receive from small unmanned aircraft
registration. With the implementation of
the small unmanned aircraft registration
process, small unmanned aircraft
registration will be fully automated,
allowing for the registration of small
unmanned aircraft without delay.
Therefore, a web-based system benefits
both applicants and the FAA. The
paper-based part 47 process will remain
available for those applicants who are
unable to avail themselves of the part 48
process.
The web-based registration system
itself will be simple, easy to use, and
mobile friendly. To complete the
registration process, the owner of a
small unmanned aircraft will enter the
information identified in 48.100
(identified within the registration
system as data fields) and pay a fee
through the web-based registration
system. A Certificate of Aircraft
Registration will be available to print
within the registration system or sent to
the registrant via email following the
initial registration and subsequent
renewals. The applicant will have 24
hours to correct registration information
after the initial payment without having
to pay a second time.
Once registered, owners will be able
to access the registration Web site to
update the information provided to
register the aircraft as well as cancel
registration as circumstances require
(e.g., aircraft destruction, transfer, sale,
change in owner eligibility to register).
Aircraft owners may also view and print
physical copies of their registration
certificate through access to this
password-protected web-based portal,
but must only pay a fee for the initial
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stated that the fee should be nominal
and suggested between $1 and $40.
Other commenters suggested fees as
high as 8250 for hobbyists and 81,000
for commercial users. Several
commenters stated that the amount of
registration fee should be based upon
the value of the UAS e.g., a more
expensive UAS would necessitate a
higher registration fee. The Minnesota
Department of Transportation stated
that its department charges registration
fees commensurate with the base price
of the aircraft. This commenter
explained that it charges $100 for
registration for UASs valued less than
$500,000. Other commenters proposed
that only commercial operators should
pay a registration fee. Several AMA
members stated that registration should
be free for AMA members. Many
commenters stressed that the fee should
only be used for maintenance of the
Web site, education, and enforcement
actions.
Many commenters said registration
should be free. A number of
commenters participating in a form
letter campaign stated that a registration
fee would place an unfair burden on
those who may barely be able to afford
to purchase model aircraft in the first
place and may place barriers to
4. Fee for Registration
continued education and technological
Currently, the FAA assesses a fee of
advancement.
$5 for a Certificate of Registration for
A large number of commenters were
each aircraft. See 14 CFR 47.17(a). The
concerned that registration fees for each
individual UAS would be unduly
FAA has not updated this fee since it
was initially established in 1966. See 31 burdensome because many hobbyists
own several UASs and the cumulative
FR 4495 (Mar. 17, 1966).
sUAS Operation and Certification
cost of registration would be
NPRM: The sUAS Operation and
prohibitively expensive. As an
Certification NPRM did not differentiate alternative, many commenters suggested
the process of registering a small
that the FAA should charge one
unmanned aircraft from that of a
registration fee per operator and allow
the operator to register multiple UASs.
manned aircraft and thus did not
The vast majority of commenters
directly address fees. Under that
proposed rule, an applicant registering a objected to the imposition of any
registration fee. Many commenters
small unmanned aircraft would pay the
expressed concern that imposition of a
same $5 fee as an applicant seeking a
fee would only serve to increase the size
Certificate of Registration for a manned
of the Federal Government and not
aircraft.
contribute in any way to the safe
Three commenters responded to the
operation of UASs. Commenters stated
issues related to fees for aircraft
that a fee will deter registration and
registration. One individual
recommended FAA require all amateur place an unnecessary financial burden
enthusiasts to pay a fee to use the NAS. on hobbyists. Several commenters
suggested that instead of charging a
Another individual argued that the fees
registration fee, the FAA should collect
associated with any licensing, required
yearly maintenance, and registry should fines from operators who fail to register.
The majority of commenters suggested
be kept affordable for the small business
that if registration occurs at point of
operator.
Clarification/Request for Information: sale, the cost of registration should be
Commenters also responded to the issue collected in the same manner as a sales
tax. Other commenters suggested that
of a registration fee and how the fee
registration fees should be collected by
should be collected based on questions
the retailer or built in to the purchase
posed in the Clarification/Request for
price. Retail Industry Leaders
Information. Of the commenters that
supported a registration fee, the majority Association and National Retail
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Part 48 requires owners of small
unmanned aircraft used other than as
model aircraft to update the registration
system upon transfer of ownership,
destruction or export of a registered
small unmanned aircraft. Thus, once a
transfer of ownership has taken place,
the aircraft owner must access their
profile on the registration system and
update the aircraft information to
indicate that the aircraft has been
transferred. By indicating that the
aircraft has been transferred, the
registration of that aircraft will be
cancelled in its entirety.
Any new owner, who acquires a small
unmanned aircraft by any means, and
intends to use the aircraft other than as
a model aircraft must register that
aircraft prior to operation and mark the
device with the appropriate information
as discussed in the preamble discussion
entitled, Marking. Consistent with the
comment on the payment of a fee for a
transfer, a new owner intending to use
a small unmanned aircraft other than as
a model aircraft must register the
aircraft and thus pay the same
registration fee as any other person who
acquires such a device and wishes to
operate it in the NAS.
In response to commenters concerns
about the identification of a transferred
aircraft, owners may determine the best
approach for ensuring that once they
transfer an aircraft, that they are no
longer identified as the owner. One
commenter noted that the seller may
want to remove the registration
information from the aircraft. The
agency supports this as a best practice
but it is not required.
The agency considered comments
suggesting other methods to approach
the registration of transferred small
unmanned aircraft (e.g., deactivation of
ground control software), but has
determined that this approach will
ensure complete and current registration
information for each aircraft in the least
burdensome manner.
G. Certificate of Aircraft Registration
sUAS Operation and Certification
NPRM: The agency received comment
on issues pertaining to certificates of
registration from commenters to the
sUAS Operation and Certification
NPRM. In the sUAS Operation and
Certification NPRM, the agency
proposed to extend the part 47
registration process to sUAS but did not
propose any changes to the delivery,
content, or duration of registration. In
the NPRM preamble, however, the
agency specifically addressed its intent
to retain the existing requirement for
registration renewal every three years
for small unmanned aircraft registration
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c ommenter recommended the FAA
follow.
Methods to display aircraft
identification: Another individual
commenter said the marking
requirement should be consistent with
recent certificates of waiver or
authorization provided to persons
issued exemptions under section 333 of
the FAA Modernization and Reform
Act, which allow for appropriate
sized markings, or as large as practicable
for the particular aircraft. Other
commenters, including a joint
submission from the State of Nevada,
the Nevada Institute for Autonomous
Systems and the Nevada FAAdesignated UAS Test Site, similarly said
small unmanned aircraft should be
required to display registration numbers
in the largest size that is appropriate. An
individual commenter questioned
whether the markings should be on the
underside of the small unmanned
aircraft to increase visibility from the
ground. The University of North
Dakotas John D. Odegard School of
Aerospace Sciences urged the FAA to
require small UAS manufacturers to
provide at least one additional manner
of identifying a device other than the
registration number. The commenter
suggested a VIN-type system or simply
etching the manufacturers serial
number on a substantial component of
the small UAS.
Several commenters proposed various
electronic means to aid in small
unmanned aircraft identification.
Washington State Department of
Transportation, Aviation Division and
Drone Labs proposed having the
registration numbers transmitted as part
of the transponder signal or other
means. The Center for Democracy and
Technology advocated for an unmanned
aircraft to emit a signal, such as a radio
signal, to aid in identification. SkyView
Strategies, Inc., recommended a
microchip on each unmanned aircraft
programmed with the registration
number so that a device, such as a smart
phone app, could read the microchip
and display the aircrafts registration
number. SkyView recognized this
requirement could not go into effect
until it is technologically feasible.
Several commenters opposed the
requirement that small unmanned
aircraft display their registration
numbers because it would be
impractical due to the small size of the
aircraft. Some of those commenters,
including the Association for
Unmanned Vehicle Systems
International, noted that many small
unmanned aircraft have limited surface
area available and often have no
adequate fuselage for placement of
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display markings of their registration
number on the UAS. Commenters
recommendations included: registration
numbers should be prominently
displayed on the exterior of the
unmanned aircraft and be sized based
on the largest single dimension of the
unmanned aircraft; the markings should
be visible from the ground; registration
numbers should be displayed using a
placard of some sort, or bar code, placed
on the aircraft; and registration
markings should be replaceable because
UAS operators change parts on a regular
basis. A number of commenters
suggested using a sticker similar to
automobile registration tags, which
would provide visual confirmation of
compliance and allow for consistency of
data. Other commenters expressed
concern about required markings adding
weight to their unmanned aircraft or
ruining the appearance of their scale
models of real aircraft.
One commenter recommended a
registration system in which individuals
can request from the FAA a reasonable
number of stickers that are pre-printed
with successive serial numbers, and the
FAA will then record to whom those
stickers were sent in a publicly
accessible database. The individuals can
then apply those serial-numbered
stickers to any model aircraft they own.
The commenter contemplated that the
stickers will self-destruct if the owner
attempts to remove them to reuse them
on a different aircraft. The commenter
also suggested that if an aircraft is
destroyed or sold, the original owner
can log onto the FAA database to update
the information associated with that
aircrafts serial number.
Several other commenters noted that
a marking system is problematic
because many aircraft do not have a
large enough area on which to place an
identifier that would be visible from a
distance. Some of these commenters
stated the only reason for a unmanned
aircraft to carry a registration number is
to identify the owner after a crash.
These commenters asserted that it
would make more sense to require UAS
operators to affix a label with their
contact information inside their aircraft
than to develop and implement a
registration system. Noting markings
will not be visible on most unmanned
aircraft during flight, Delair-Tech
recommended using a position reporting
mechanism to enable authorities to
access information on in-flight devices.
This commenter said following an
accident, a marking of the manufacturer
name, serial number and type
designator, designed to withstand a
certain degree of damage, would enable
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I. Education
sUAS Operation and Certification
NPRM: Availability of education
materials was addressed in the sUAS
Operation and Certification NPRIvI. The
National Association of REALTORS,
SkyView Strategies, Inc., and others
recommended that FAA initiate a
campaign to educate the general public
on UAS due to the abundance of
misinformation currently available. The
Air Line Pilots Association urged FAA
to take advantage of internet-based
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importance of educational information
communication of safety material,
in the registration process.
training resources, databases of airport
The small unmanned aircraft
locations and airspace restrictions, best
registration platform described in this
practices, in-service irregularity reports
and the like, because this is possibly the rule will require the registrant to review
a summary of sUAS operational
only practical means of reaching the
guidelines before completing small
small UAS pilot population.
Clarification/Request for Information: unmanned aircraft registration. The
FAA believes this is an invaluable
Many commenters, including the
National Air Transportation Association access point to deliver sUAS operational
safety information. The information will
(NATA) and the National Retail
also direct registrants to additional
Federation, stated that a public
sources of safety information generated
education campaign and the
by the FAA and other stakeholders,
development of guidance materials and
such as faasafety.gov and
handbooks to ensure users know the
knowbeforeyo ufly. org.
rules for flying UAS is essential to
To reach registrants after they
promote responsible use of UAS. Other
the registration process, the
complete
commenters said that requiring
FAA will develop a process to use the
manufacturers to include a pamphlet
small unmanned aircraft registry
with each aircraft that describes these
information (such as email and mailing
rules would also be effective. Another
address) to offer safety-related
commenter suggested that online
information. Delivering post-registration
retailers require purchasers to navigate
safety information to registrants on a
to a page describing UAS safety
continuing basis will help to remind the
requirements before completing the
of their safety-of-flight
registrant
purchase. Many commenters, including
obligations and help reduce sUAS risks
the Experimental Aircraft Association,
in the NAS. The FAA will develop,
lauded FAAs existing Know Before You maintain, and deliver easily-accessible
Fly program and recommended
safety information directed specifically
continuing to expand it. Some
to sUAS owners and operators. To
commenters suggested creating a GPS
maximize usage of the information by
enabled app that would identify safe
the recipient, the FAA will carefully
and unsafe areas for flying, while others meter its delivery of information via
said FAA should further develop its
these access points to maximize
existing B4UF1y app for all mobile
effective consumption.
platforms. A commenter said that offlimit areas should be marked or
J. Compliance Philosophy and
Enforcement
advertised as such. Some commenters
said that operators should be required to
Clarification/Request for Information:
pass a training course, a practical exam, The FAA received several comments
or obtain an operator certificate before
about enforcement. Modovolate
flying a UAS.
Aviation, LLC expressed support of
Task Force: Recognizing how
FAAs proposed registration
important it is that all users of the NAS
requirement of UAS stating it will
receive information on safety in the
improve the ability for law enforcement
NAS, the Task Force recommended the
officials to investigate unsafe and
registration process contain some sort of reckless practices and to take
education component and
enforcement action when appropriate.
acknowledgment, with controls in place
The Minnesota Department of
such that the registration process would Transportations (MnDOT) Office of
be incomplete until the registrant has
Aeronautics, the Arlington Police
acknowledged receipt of this
Department (APD) and several
information. The information provided
individual commenters raised concerns
could be similar to the existing content
about enforcing a registration
in the Know Before You Fly program.
requirement. MnDOT Office of
Aeronautics noted one challenge
IFR Requirement: The FAA
associated with enforcement of the
establishes regulatory standards to
current program is a general lack of
ensure safe operations in the NAS. The
FAAs safety system is largely based on, awareness of the States role in
regulating UAS and aviation, as well as
and dependent upon, voluntary
a lack of awareness among operators,
compliance with these regulatory
airports, law enforcement and the
standards. An essential element of this
general public of the aircraft registration
strategy is FAAs effort to encourage a
requirements and commercial operators
safety culture, and, to that end, ensure
licensing requirements. This commenter
comprehensive educational material is
noted that registration could be used as
readily available to every user of the
NAS. The FAA agrees with commenters a vehicle for providing information to
the public about program requirements
and the Task Force with respect to the
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agencies, including DOT, FAA, the
National Transportation Safety Board,
and Federal Bureau of Investigation, and
local law enforcement officials should
have access to the registration data
because of privacy concerns. One
commenter said the data should only be
available to law enforcement and FAA
personnel via the existing National
Crime Information Computer datalinks.
Some commenters said law enforcement
officials should have access to this data
only when there is an active
investigation into a particular
registration and registrants should be
informed when their data is accessed.
Many commenters said the data should
be treated as confidential information
and a few suggested DOT or FAA
personnel should have the ability to
access the data only with a court order,
warrant or FOIA request. A few
commenters expressed concern that if
the registration data were publically
available, owners of expensive UAS
would be targets of robbery.
EPIC stated that there must be strict
restrictions against the general
disclosure of registrants personal
information to government agencies and
private entities, except as necessary to
promote the FAAs mission of
establishing safety and privacy in UAS
operations. Noting that privacy concerns
are greater for hobbyists (who are more
likely to register with private home
addresses) than for commercial
operators, EPIC recommended that the
registration database of commercial
operators be publicly accessible, but the
database of recreational operators only
be accessible for limited purposes
related to protecting the safety and
privacy of the public. EPIC claimed that,
given the fast-growing market for UAS,
a publicly accessible database of
operators would implicate privacy and
safety concerns comparable to those that
inspired the Drivers Privacy Protection
Act, which generally prohibits the
release and use of registered drivers
personal information except for limited
purposes. As such, EPIC asserted that
UAS registration information should be
treated the same as the driver records
collected by state departments of motor
vehicles
The Arlington, Texas, Police
Department said that local law
enforcement agencies should be given
real-time access to the database to
enable them to seek information about
a specific UAS registration and to
provide notification about unregistered
UAS.
Usage of Registration Data: Many of
the commenters who responded to this
question, including the National Retail
Federation and individuals, said the
4
particular privacy or security threat.
As such, EPIC stated the FAA should
adopt a general prohibition against the
Epic cited legal precedent to support the
propositions that individuals have a legitimate
privacy interest in avoiding disclosure of their
names, addresses, arid telephone numbers (see
Dept of Defense v. Fed. Labor Relations Auth., 510
U.S. 487. 500 (1994)) and that this privacy interest
remains intact even when the information is
properly disclosed to the public under certain
circumstances (see U.S. Dept. of Justice v. Reporters
Comm. for Freedom of the Press, 489 U.S. 749, 767,
770 (1989)). EPIC further stated that limiting the use
arid disclosure of personal information submitted
by registrants is consistent with their expectations
of privacy.
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commenters said FAA has not provided
any evidence to demonstrate that
registration of these aircraft will
improve safety of the NAS or people on
the ground. They believe the safety rules
are important, but a registration
requirement would have no effect on
safety. One commenter noted
registration of UAS will enable FAA to
identify the operator in case of an
accident, but it does not address the
actual problem: untrained pilots
operating in the NAS. This commenter
stressed the importance of a type
certificate stating, It certifies that the
UAS is airworthy, and also requires a
trained pilot to operate in the NAS.
A few commenters asserted FAA has
not been able to accurately track many
of the 357,000 aircraft registered under
the current registration program, and
questioned the agencys ability to
manage the registration of hundreds of
thousands of UAS. A number of
commenters participating in a form
letter campaign stated that registration
of model aircraft, in particular, would
have had little to no effect on the few
rogue pilots that have caused concern
with the FAA and DOT and would only
serve to prevent law abiding citizens
from enjoying the freedom and liberty
set forth by the US Constitution. Many
commenters said instead of encouraging
accountability and responsible use, a
registration requirement would increase
burdens on responsible operators, waste
tax payer dollars, and punish those who
follow the rules.
Several individual commenters
asserted that the proposed registration
requirement is unnecessary as the
registration issue is already being
addressed in the current section 333
exemption process and proposed part
107 (the sUAS Operation and
Certification NPRM).
A few commenters proposing other
methods to encourage accountability
and responsible UAS use said that
manufacturers should be required to
install geo-fencing software in their
models to prevent UAS from flying in
restricted areas. Other commenters said
they should be required to install
transponders that would transmit the
registration number.
Modovolate Aviation said the
following would encourage
accountability and responsible use of
UAS: (1) Prompt promulgation of a
general rule for sUAS, following the
FAAs 25 February 2015 proposal; (2)
streamlining and acceleration of the
section 333 exemption process; and (3)
eventual replacement of this system of
regulation with one requiring vendor
self-certification of specific
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2014).
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does not constitute good cause to
dispense with public notice and
43 The Mercatus Center
comment.
asserted that a public notice-andcomment period is necessary and in the
public interest because any requirement
to register UASs potentially adversely
affects numerous non-commercial
operators. The Mercatus Center further
asserted that the issuance of a final rule
without notice and comment opens up
the registration requirement to reversal
if challenged in court.
A number of individual commenters
similarly asserted that the FAA has not
presented any data to substantiate the
need to proceed with this rulemaking on
an emergency or expedited basis. Like
CET, these commenters pointed to a lack
of data showing either that there is an
increased safety risk that needs to be
addressed or that registration will, on its
own, adequately address that risk. Some
commenters specifically found fault
with FAAs reliance on increased
number of UAS incidents reported to
the FAA by manned aircraft pilots.
Several commenters noted that the
AMA analyzed those reported
incidents and found that out of the
764 reported records, only 27 (or 3.5%)
were identified as a near mid-air
collision, with nearly all of those
involving government-authorized
military drones. The commenters
noted that most of the incidents have
merely been sightings of UAS. One
individual pointed out that the FAA has
published no analysis of its own
sightings data; nor has it disputed the
AMAs analysis of that data. This
individual also asserted that a doubling
in the rate of UAS sightings in 2015
is consistent with the rate of growth of
consumer small UAS, and is not cause
for overreaction.
Another individual claimed that FAA
statistics show that birds are far more of
a threat to air traffic than toy
helicopters, and that not one single
incident of a toy model causing an
accident has been reported, while bird
strikes number over 7,000 a year.
Several other commenters noted that
there has only been one recorded
collision between a manned aircraft and
a model aircraft. One such individual
stated that it was a well-known incident
The commenter cited Air Transport
43
Association of America v. Department of
Transportation, 900 F.2d 369 (D.c. cir. 1990
(Insofar as the FAAs own failure to act materially
contributed to its perceived deadline pressure, the
agency cannot now invoke the need for expeditious
action as good cause to avoid the obligations of
section 553(b)).
A few cammenters provided a link to the AMA
44
report. http://wwsv.madelaircraft.org/gav/dacs/
AivlAAnalysis-Closer-Laak-at-FAA-Drane-Data_
0914 15.pdf.
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discourage young people from becoming
involved in model aviation which, in
turn, will discourage them from entering
careers in STEM-related fields.
A commenter who had been issued an
exemption under section 333 of Public
Law 11295 questioned whether he or
she would have to re-register their UAS,
and what the time-frame for that would
be. Another commenter questioned how
the registration requirement would
apply to UAS that are flown
infrequently or not at all. Another
individual commenter questioned what
the process would be for removing non
functional UAS from the registration
system. Another commenter working
overseas wondered whether he would
have to register his UAS to be permitted
to operate it during visits to the United
States.
Delair-Tech recommended the
following registration process for
manufactured UAS: (1) Each UAS
produced is assigned an aircraft type
designator (assigned by ICAO) and a
unique serial number (assigned by the
manufacturer); (2) the user manual for
each UAS instructs its owner to turn on
the UAS and its ground control station!
software within internet connectivity
coverage; (3) the ground control
software detects an unregistered UAS
and opens a registration window, which
prompts the owner to enter their contact
information (including phone number);
(4) the registration information is
transmitted to the national registration
system, which sends a verification code
to the owner via text message; (5) the
owner enters the code through the
ground control software and then the
registration system verifies the code and
sends a registration number to the
ground control station; (6) the ground
control software programs the
registration number into the UAS,
which enables the owner to fly the UAS.
As an alternative to using the ground
control software to connect directly to
the national registration system, Delair
Tech suggested the owner be given the
URL of the registration system, through
which the owner would input contact
information and receive a verification
code. The owner would also receive the
registration number through the web
application, which they would then
input into the UAS through the ground
control software.
An individual commenter suggested
that as an alternative to issuing an
expedited registration rule the agency
issue a temporary, immediately effective
rule mandating point-of-sale
distribution of agency materials
summarizing the operational restrictions
for model aircraft. This commenter
stated that acting promptly to require
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part 48; the aircraft weighs 0.55 pounds
or less on takeoff, including everything
that is on board or otherwise attached to
the aircraft; or the aircraft is an aircraft
of the Armed Forces of the United
States.
Section 48.20 provides the criteria for
eligibility of the small unmanned
aircraft for registration.
Section 48.25 describes the
requirements for applicants wishing to
register a small unmanned aircraft using
part 48. Applicants must provide the
required information, and must meet
other ownership requirements listed in
the section.
Section 48.30 provides the fees for
small unmanned aircraft registration.
Section 48.100 describes information
applicants must submit when
registering a small unmanned aircraft
intended to be used as other than a
model aircraft, and the information
applicants must submit when
registering a small unmanned aircraft
intended to be used exclusively as a
model aircraft.
Section 48.105 requires small
unmanned aircraft owners to maintain
current information in the registration
system.
Section 48.110 provides the
Certificate of Aircraft Registration
information for small unmanned aircraft
intended to be used other than as model
aircraft. It provides the effective date of
the Certificate, information regarding
registration renewal, and describes
events affecting the effectiveness of the
Certificate of Aircraft Registration.
Section 48.115 provides the
Certificate of Aircraft Registration
information for small unmanned aircraft
intended to be used exclusively as
model aircraft. It provides the effective
date of the Certificate, information
regarding registration renewal, and
describes events affecting the
effectiveness of the Certificate of
Aircraft Registration.
Section 48.120 discusses
circumstances in which a small
unmanned aircraft registration is
invalid. Circumstances include when
the aircraft is registered in a foreign
country; the applicant is not the owner,
except when the applicant registers on
behalf of an owner who is under 13
years of age; the applicant is not eligible
to submit an application under part 48;
or the interest of the applicant in the
aircraft was created by a transaction that
was not entered into in good faith, but
rather was made to avoid (with or
without the owners knowledge)
compliance with 49 U.S.C. 44101
44103.
Section 48.12 5 explains that for those
persons who do not meet the citizenship
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Total cost
Year
0
1
2
3
4
5
Baseline
2016
Total
Difference
Calendar year
7% P.V.
FR
$ 0.0
$ 5.5
$ 5.5
$ 5.47
21.3
86.5
89.0
91.6
94.2
6.3
8.3
12.1
11.6
11.8
15.0
78.1
76.9
80.0
82.5
14.00
68.25
62.77
61.03
58.79
382.5
55.6
327.0
259.4
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modeler registrants in 2015. These
hourly values are in 2013 dollars
adjusted to reflect the growth of real
changes in median household income
over the analysis interval.
FAA estimates that its costs are $22
Time
The estimated time to register an
aircraft via the part 47 (paper-based
48
system) system is 30 minutes.
The estimated time for a model
aircraft owner to establish an online
account and register an aircraft, under
this rulemaking, is estimated to take 5
minutes; a registration renewal for these
owners is also estimated to take 5
minutes. The bulk of this time includes
reading and acknowledging basic safety
information presented during the
registration process.
The estimated time for a nonmodeler registrant to establish an online
account and register two small
unmanned aircraft is 7 minutes; 5
minutes to establish an account plus 1
minute per small unmanned aircraft.
The estimated time for a nonmodeler registrant to de-register each
aircraft is three minutes.
The time for an owner to mark an
aircraft with its registration number is
de minimis.
The analysis assumes that all sUAS
owners will comply with the
registration processes considered in the
regulatory analysis (part 47 baseline
system and the web-based systems
resulting from this part 48 rulemaking).
Safety
We assume this regulation does not
affect the levels of FAA manpower or
resources expended on UAS safety
education and outreach but it will allow
the FAA to target those efforts, making
those on-going efforts more effective.
We do not attempt to quantify any
safety benefit from this regulation. (See
Qualitative Benefits section in the
Regulatory Evaluation for further
discussion).
Fees
The fee to register an aircraft under
part 48, as well as in the current paperbased system in part 47, is $5. This fee
is required by statute and is based on an
Costs
The FAA assigns an hourly value of
$19.13 per hour for the value of time for
model aircraft registrants and $24.89 per
hour for the value of time for non-
78641
Year
year
0
1
See Supporting Statement, 0MB 21200042
48
Aircraft Registration Including Assignment and
cancellation of U.S. Identification Marks
49
hourly opportunity cost for modelers is
based on the mid-point estimate of the range values
Baseline
2015
2016
Total costs 7%
Total cost
Calendar
0.0
21.3
Interim final
rule
5.5
6.3
Rejected
alternative
44.2
65.1
www.foo.gov/regulotions_policies/policy_guidorzce/
benefit_cost!). The hourly opportunity cost for nonmodelers is estimated as the median gross
Baseline
0.0
19.9
Interim final
rule
5.5
5.9
P.V.
Rejected
alternative
44.2
60.9
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TABLE 6COST SUMMARYContinued
[$M]
Total costs 7% P.V.
Total cost
Calendar
year
ear
Baseline
2017
2018
2019
2020
2
3
4
5
Total
Interim final
rule
Rejected
alternative
Baseline
Rejected
alternative
Interim final
rule
86.5
89.0
91.6
94.2
8.3
12.1
11.6
11.8
140.6
155.7
173.9
195.9
75.5
72.6
69.9
67.2
7.3
9.9
8.8
8.4
122.8
127.1
132.7
139.6
382.5
55.6
775.4
305.1
45.7
627.3
Baseline
2015
2016
2017
2018
2019
2020
0
1
2
3
4
5
Total
7% P.V.
Difference
Calendar year
IFR
$ 0.0
21.3
86.5
89.0
91.6
94.2
$ 5.5
6.3
8.3
12.1
11.6
11.8
$ 5.5
$ 5.5
15.0
78.1
77.9
80.0
82.5
14.0
68.3
62.8
61.0
58.8
382.5
55.6
327.0
259.4
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Federal Register / Vol. 80, No. 241 / Wednesday, December 16, 2015 I Rules and Regulations
compliance with the RFA is not
required in this instance.
Nonetheless, the FAA believes that
this IFR will have a positive economic
impact on a substantial number of
entities for the following reasons.
Individuals using small unmanned
aircraft exclusively as model aircraft are
not small business entities. For owners
of aircraft used for commercial or nonmodel purposes, the $5 registration fee
per small unmanned aircraft under this
IFR is the same as what was proposed
under the sUAS Operation and
Certification NPRM. However this IFR
reduces the burden for these small
entities to register their small unmanned
aircraft as compared to the current
paper-based FAA registration system.
Thus, due to the relieving nature of this
IFR, there will be a positive economic
impact on a substantial number of small
entities.
C. International Trade Impact
Assessment
The Trade Agreements Act of 1979
(Public Law 963 9), as amended by the
Uruguay Round Agreements Act (Public
Law 103465), prohibits Federal
agencies from establishing standards or
engaging in related activities that create
unnecessary obstacles to the foreign
commerce of the United States.
Pursuant to these Acts, the
establishment of standards is not
considered an unnecessary obstacle to
the foreign commerce of the United
States, so long as the standard has a
legitimate domestic objective, such as
the protection of safety, and does not
operate in a manner that excludes
imports that meet this objective. The
statute also requires consideration of
international standards and, where
appropriate, that they be the basis for
U.S. standards. The FAA has assessed
the potential effect of this IFR and
determined that it has a legitimate
78643
Frequency
responses
0.57
0.16
5
5
1 time
Every 3 years
1.82
1.66
3.5
3
1 Time
1 Time
47.8
12.9
121.9
69.0
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A. Rulemaking Documents
An electronic copy of a rulemaking
document may be obtained via the
Internet by
Searching the Federal eRulemaking
Portal (http://www.regulations.gov);
Air transportation.
14 CFR Part 45
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system, and Unmanned aircraft in
alphabetical order to read as follows:
General definitions.
1.1
*
Registration required.
*
(b) * * *
(3) Is an aircraft of the Armed Farces
of the United States.
8. In
read as follows:
46301.
Definitions.
Applicability.
45.1
Subpart AGeneral
Sec.
48.1 Applicability.
48.5 Compliance dates.
48.10 Definitions.
48.15 Requirement to register.
48.20
48.25
48.30
78645
Applicants.
Fees.
Subpart AGeneral
48.1
Applicability.
Document #1590543
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48.10
Filed: 12/24/2015
Requirement to register.
48.25
Applicants.
Fees.
Application.
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(1) A change in the information
provided under 48.100.
(2) When aircraft registration requires
cancellation for any reason including
sale or transfer, destruction, or export.
78647
Invalid registration.
General.
48.205
identifier.
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13. Revise
375.11
to read as follows:
375.11
91.203
required.
(a) * *
Page 63 of 71
its operation.
14. Add
as follows:
Other foreign civil aircraft: Small
unmanned aircraft operated exclusively as
model aircraft.
375.38
Anthony R. Foxx,
Secretary of Transportation.
Michael P. Huerta,
Administrator.
[FR Doc. 201531750 Filed 121515;
BILLING CODE 491013P
8:45
am]
12/16/2015
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Federal Aviation
,,..1 Administration
Aircraft Registry
Aircraft Registration: Unmanned Aircraft (UA)
Registration is not required for model aircraft operated solely for hobby or recreational purposes. Guidelines for
responsible hobby and recreational operations are available at http://www.faa.gov/uas/model aircraft!
(httrx//www.faa.gov/uas/model aircraft.
Registration is required for all unmanned aircraft (UA) operated for non-hobby or non-recreational purposes.
Registration is also required for Government UA. All Aircraft owned by agencies, offices or subdivisions
(httr://www.faa.gov/uas/rublic oerations/) of: the United States (other than aircraft of the U.S. Armed Forces), the States, the
District of Columbia, or a territory or possession of the United States are required to be registered.
UA Registration Assistance
Aircraft Registration requirements and directions are provided in 14 Code of Federal Regulations Part 47
(http://www.ecfr.Qov/cgi-bin/text-idx7SID=1 0f2c4539074face0af1 6e24e02809f8&node=t1 4.1 .47&rQn=div5htt://www.ecfr,gov/cgi-bin/text-idx?
SD=10f2c4539074face0af16e24e02809f8&node=ot14.1.47&rcin=div5). The basic steps that follow will assist most UA registration
To Register a New
An unmanned aircraft is considered a new sUA when it has never been registered anywhere, and its maximum takeoff weight
is less than 55 pounds.
To register the owner must provide the following:
1. A completed Aircraft Registration Application, AC Form 8050-1.
o
An original Aircraft Registration Application, AC Form 8050-1 must be used. Photocopies or computer generated
copies of this form will not be accepted. These forms may be obtained from the FAA Aircraft Registration Branch
or any
Flight Standards District Office. (http://www.faa.gov/aboutloffice org/field offices/fsdoI
When a Limited Liability Corporation (LLC) is an applicant to register a sUA it also must provide information regarding
its organization, how management authority is held, and how it meets the definition of a U.S. citizen for aircraft
registration. The Limited Liability Corporation Registration Information Sheet
(http:/!www.faa.gov/licenses certificates/aircraft certification/aircraft registry/media/LLCINFO.PDF) (PDF) provides
http://www.faa.gov/licenses_certificates/aircraft_certification/aircratt_registry/UN
1/8
12116/2015
instructions
meeting this requirement.
USCA
Caseon#15-1495
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Form AFS-750-94 (http ://www.faa .ciov/licenses certificates/aircraft certification/aircraft recistry/med ia/AFS-75094.pdf) (PDF), Information to Aid in the Registration of U.S. Civil Aircraft, provides helpful information about eligibility,
types of registration, the proper form of names, signatures, titles, and addresses plus other related issues.
2. A full description of the UA provided by the manufacturer, builder or applicant in a Notarized statement.
sUA Required Description Items
Full Legal Name of UA Manufacturer or Builder
sUA Model Designation
o sUA Serial Number
o Class (Airplane, Airship, Rotorcraft, Gyroplane, Ducted Fan)
o sUA Maximum Takeoff Weight
o Category (Land, Sea, or Both)
o Name of Engine Manufacturer
o Engine Model Designation
o Engine Serial-Numbers (if none shown, enter none)
o Number of Engines
o Engine Power Output (given in HP or Lbs. Thrust)
o Engine Type (2 or 4 Cycle Reciprocating, Electric,
Turbo Fan/Prop/Shaft/Jet)
o
The notarized statement must also state To the best of the undersigneds knowledge the information provided above is
correct, the described UA is not currently registered in another country, and the undersigned is the aircrafts rightful owner
3. Evidence of Ownership: An Aircraft Bill of Sale, AC Form 8050-2
(httix/!www.faa .gov/documentLibrary/media/form/ac8050-2. pdf) (PDF) ,or an equal transfer of ownership document is
required for each change in ownership from the sUA manufacturer or builder through any intervening owner(s) to the
owner making application for registration. However, the FAA recognizes that bills of sale may not be available for sUA that
have been in operation since before sUA registration became necessary or for sUA that were purchased as off-the-shelf
items from a retail shop, or internet retailer not associated with the builder or manufacturer.
When a bill of sale or other transfer of ownership document is unobtainable, the applicant may provide for consideration a
notarized statement that:
o
o
o
o
identifies the subject sUA by the builders full name, its model designation and serial number,
identifies undocumented transfers to the extent possible by the date they occurred, the purchasers name, as well as
the name and location (city, state & country) of the person, company, or vendor that sold the sUA.
explains why any missing transfers of ownership are unavailable.
describes the other evidence provided with the notarized statement like an invoice, sales receipt or witness statement
that proves the transfer of ownership took place. This alternative evidence is especially important when documenting
the transfer of ownership to the applicant.
certifies, to the best of the applicants knowledge that; the information provided is correct, the described UA is not
currently registered in another country, and the undersigned is the aircrafts rightful owner.
Sample statements are available for review.
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A new unmanned aircraft is an UA that has not been registered anywhere and its takeoff weight is over 55 lbs.
To register the owner must provide the following:
1. A completed Aircraft Registration Application, AC Form 8050-1,
o
An original Aircraft Registration Application, AC Form 8050-1 must be used. Photocopies or computer generated
copies of this form will not be accepted. These forms may be obtained from the FAA Aircraft Registration Branch
(http://www.faa .gov/licenses certificates/aircraft certification/aircraft registry/contact aircraft certificationh or any
When a Limited Liability Corporation (LLC) is an applicant to register a UA it also must provide information regarding
its organization, how management authority is held, and how it meets the definition of U.S. citizen for aircraft
registration. The Limited Liability Corporation Registration Information Sheet
(http://www.faa .gov!licenses certificates/aircraft_certification/aircraft registry/media/LLCINFO.PDF) (PDF) provides
instructions on meeting this requirement.
Form AFS-750-94, Information to Aid in the Registration of U.S. Civil Aircraft
(http://www.faa .gov/licenses certificates/aircraft certification/aircraft_registry/media/AFS-750-94.pdf) (PDF), provides
helpful information about registration eligibility, types of registration, the proper form of: names, signatures, titles,
addresses plus other related issues.
The notarized statement must also state To the best of the undersigneds knowledge the information provided above is
correct, the described UA is not currently registered in another country, and the undersigned is the aircrafts rightful owner
2. A full description of the UA provided by the manufacturer or builder in a Notarized statement is required when the UA
model is not produced under a U.S. Type Certificate.
UA Required Description Items
o
o
o
o
o
o
o
o
o
o
o
o
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correct, the described UA is not currently registered in another country, and the undersigned is the aircrafts rightful owner
3. Evidence of Ownership: An Aircraft Bill of Sale, AC Form 8050-2
(http://www.faa.gov/documentLibrary/media/form/ac8050-2.pdf) (PDF), or an equal transfer of ownership document is
required for each change in ownership from the UA manufacturer or builder through any intervening owner(s) to the owner
making application for registration.
When a bill of sale or other transfer document is unobtainable for one or more changes of ownership, the applicant may
provide for consideration a notarized statement that:
o
o
describes the subject UA by the builders name, its model designation, and serial number;
gives the history and whereabouts of the UA telling how the applicant became its owner and explains why the missing
transfer of ownership document is unavailable.
identifies undocumented transfers to the extent possible by the date they occurred, the purchasers name, the name
and location (city, state & country) of the person, company, or vendor that sold the UA.
describes the other evidence provided with the notarized statement like an invoice, sales receipt or witness statement
that proves the transfer of ownership took place. This alternative evidence is especially important when documenting
the transfer of ownership to the applicant.
certifies, to the best of the applicants knowledge, that the information provided is correct, that the described UA is not
currently registered in another country, and that the undersigned is the aircrafts rightful owner.
6. The registration fee of $5.00 per UA. Please pay all fees by check or money order made payable to the Federal Aviation
Administration. Multiple fees may be consolidated into a single payment. Registration and N-number fees are waived when
the applicant is a Federal, State or local government office, agency or institution.
Send your Registration documents to the FAA, Aircraft Registration Branch. Addresses for regular mail and overnight
courier deliveries are available through the Contact the Aircraft Registration Branch
(http://www.faa
menu item.
Once the sUA is registered, apply for the appropriate operational authority.
The following links will direct you to useful information and directions.
Operating for Non-Recreational Purposes (http://www.faa.gov/uas/civil_operations/)
Aircraft Owned by Government Agencies or Offices (http://.faa.gov/uasJpubiic_operations/)
To Register a Used
sUA or UA Aircraft:
A used sUA or UA is an unmanned aircraft that has been registered in the U.S. or another country, or operated by the military
forces of any country.
http://www.faa.gov/Iicenses_certificates/aircraftcertification/aircraft_registry/UN
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An original Aircraft Registration Application, AC Form 8050-1 must be used. Photocopies or computer generated
copies of this form will not be accepted. These forms may be obtained from the FAA Aircraft Registration Branch
or any
Flight Standards District Office (httr:!/www.faa.oov/abouUoffice org/field offices/fsdoh.
When a Limited Liability Corporation (LLC) is an applicant to register a used sUA or UA, it must provide information
regarding its organization, how management authority is held, and how it meets the definition of U.S. citizen for aircraft
registration. The Limited Liability Corporation Registration Information Sheet
(http://www.faa.gov/licenses certificates/aircraft certification/aircraft registry/media/LLCINFO. PDF) (PDF) provides
instructions on meeting this requirement.
Form AFS-750-94, Information to Aid in the Registration of U.S. Civil Aircraft
(http://www.faa.gov/licenses certificates/aircraft certification/aircraft registry/media/AFS-750-94.pdf) (PDF), provides
helpful information about registration eligibility, types of registration, the form of: names, signatures, titles, and
addresses plus other related issues.
describes the used sUA or UA by the builders name, its model designation, and serial number;
gives the relative history and whereabouts of the sUA or UA telling how the applicant became its owner and explains
why the missing transfer of ownership document is unavailable.
identifies undocumented transfers to the extent possible by the by the date they occurred, the purchasers name, the
name and address (with country) of the person, company, or vendor that sold the sUA or UA.
describes the other evidence provided with the notarized statement like an invoice, sales receipt or witness statement
that proves the transfer of ownership took place. This alternative evidence of ownership is especially important when
documenting the transfer of ownership to the applicant.
certifies, that to the best of the applicants knowledge, that the information provided is correct, the described sUA or UA
is not currently registered in another country, and that the undersigned is the aircrafts rightful owner.
Sample statements are available for review.
3. Confirmation the used sUA or UA is not registered in another country. When a previously registered or military
operated sUA or UA is purchased from a manufacturer or other seller located in another country the sale is considered an
import. This requires a statement from the Civil Aviation Authority of the country where the aircraft was last registered or
operated that confirms the registration for this sUA or UA has ended or that the sUA or UA was never issued civil
registration in that country.
4. A full description of the sUA or UA: If the model of an imported or former military UA or sUA is not covered by a U.S.
Type Certificate, a full description of the aircraft is needed. The description elements listed below may be provided by the
builder, manufacturer or applicant in a Notarized statement provided with the aircrafts registration documents. This item is
not required if the aircraft was last previously registered in the U.S.
Used sUA, UA Required Description Items
Full Legal Name of UA Manufacturer or Builder
UA Model Designation
o UA Serial Number
o Class (Airplane, Airship, Rotorcraft, Gyroplane, Ducted Fan)
o UA Maximum Takeoff Weight
o Category (Land, Sea, or Both)
o Name of Engine Manufacturer
o Engine Model Designation
http://www.faa.gov/licensescertificates/aircraft_certification/aircraftjegistry/UN
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The notarized statement must also state To the best of the undersigneds knowledge the information provided above is
correct, the described UA is not currently registered in another country, and the undersigned is the aircrafts rightful owner
5. The N-number assigned to the registered aircraft. When a U.S. registered sUA or UA is sold to another U.S. owner, it
already has an assigned N-number. The new owner should show the assigned N-number in the indicated blanks on the
application and bill of sale forms. The aircraft will then be registered and a registration certificate issued using this Nnumber.
o
A random N-number will be assigned at no cost to import and former military aircraft if the indicated blanks on the
registration forms are left empty, or a random number is requested.
6. The registration fee of $5.00 per aircraft. Please pay all fees by check or money order made payable to the Federal
Aviation Administration. Multiple fees may be consolidated into a single payment. Registration and N-number fees are
waived when the applicant is a Federal, State or local government office, agency or institution.
Send your Registration documents to the FAA, Aircraft Registration Branch. Addresses for regular mail and overnight
courier deliveries are available through the Contact the Aircraft Registration Branch
menu item.
Once the sUA or UA is registered, apply for the appropriate operational authority. The following links will direct you to useful
information and directions.
Operatinci for Non-Recreational Purposes (http:/!www.faa.gov/uas/civil operations!
Aircraft Owned by Government Aciencies or Offices (http://www.faa.gov/uas/public_operations/)
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registered owner/other) through all intervening owners to the previous owner. (Enter explanation of aircrafts history and
whereabouts, why any ownership change is not documented by a bill of sale and what evidence of the transaction(s) is
provided.)
To the best of the undersigned owners knowledge, the information provided above is correct, the described UA is not
registered in another country, and the undersigned is the aircrafts rightful owner.
Name(s) of Owner(s):
Signature(s):
Title of Signers:
Address:
Telephone:
NOTARY PUBLIC
State:
County:
Country:
Subscribed and sworn before me this:
day of:
Signature:
http://www.faa.gov/licenses_certificates/aircraft_certification/aircraftjegistry/UN
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