Specific Category Drone Rules Compared: UK and Beyond

What the Specific Category Covers

The Specific category sits between the Open category (low-risk, no authorisation required) and the Certified category (highest-risk, full aviation type approval). It covers operations where the risk is too high for Open category conditions but does not rise to the level requiring type approval of the aircraft.

Common Specific category operations include BVLOS flights, operations over assemblies of people, flights at altitudes above 120 metres, and operations with drones heavier than 25 kg. The Specific category requires prior authorisation from the relevant aviation authority.

United Kingdom

The UK CAA manages Specific category operations through operational authorisations:

• SORA pathway: Operators submit a Specific Operations Risk Assessment (SORA) covering ground risk (to people below) and air risk (to other aircraft). The assessment determines the Specific Assurance and Integrity Level (SAIL), which dictates the mitigations required.
• Operational Safety Case (OSC): An alternative to SORA for complex operations, allowing operators to present a comprehensive safety case.
• GVC requirement: Remote pilots involved in Specific category operations typically need a General VLOS Certificate (GVC) or equivalent qualification as a minimum.
• Duration: Authorisations are typically issued for a fixed period and can cover ongoing operations under defined conditions.

European Union (EASA)

The EU Specific category mirrors the UK in structure but is administered by national aviation authorities under the EASA framework:

• SORA: The primary risk assessment methodology, as defined in EASA AMC1 to Article 11. SAIL levels I to VI determine the required mitigations and assurance levels.
• Pre-Defined Risk Assessments (PDRAs): EASA has published standardised risk assessments for common operational scenarios, streamlining the authorisation process.
• Standard Scenarios (STS): Member states can declare Standard Scenarios that allow operators to self-declare compliance rather than seeking individual authorisation, for operations that fit predefined parameters.
• Cross-border recognition: Light UAS Operator Certificates (LUCs) issued in one EU member state can facilitate operations across the EU.

United States

The FAA does not use the term "Specific category" but achieves similar functionality through:

• Part 107 waivers: For operations that exceed standard Part 107 limitations (night flying, BVLOS, over people beyond Category 4, above 400 feet), operators apply for waivers demonstrating equivalent safety.
• Part 108 (BVLOS rule): Creates a structured pathway for beyond visual line of sight operations, analogous to Specific category BVLOS authorisations.
• Special Governmental Interest exemptions and Certificates of Waiver or Authorization (COAs): Additional mechanisms for operations that fall outside standard rules.

Australia

CASA handles higher-risk operations through:

• Part 101 approvals: Individual operational approvals for activities beyond standard rules, including BVLOS, night operations, and flights near people.
• Area approvals: Authorisations for recurring operations within defined areas.
• Safety case approach: Operators submit documentation demonstrating how risks will be mitigated, similar in principle to SORA but using CASA's own methodology.

Canada

Transport Canada uses Special Flight Operations Certificates (SFOCs) for operations beyond Basic and Advanced categories:

• SFOC applications: Operators describe the proposed operation, identify risks, and outline mitigations. Processing times vary depending on the complexity.
• Blanket SFOCs: For operators conducting recurring similar operations, blanket SFOCs can cover multiple flights under defined conditions.

New Zealand

The New Zealand CAA's Part 102 framework serves a similar function to the Specific category. Part 102 operators submit an exposition to the CAA describing their operations, procedures, training, and safety management. Once approved, the exposition defines the boundaries within which the operator can fly without seeking individual flight approvals.

Key Differences

• Risk assessment methodology: The UK and EU use SORA, which provides a common language and structured approach. The USA, Australia, Canada, and NZ use jurisdiction-specific safety case approaches.
• Standardisation: The EU's PDRAs and STS provide streamlined pathways that do not have direct equivalents in all other jurisdictions.
• Processing times: Authorisation processing times vary widely, from weeks to months depending on the jurisdiction and complexity of the operation.
• Cross-border validity: Specific category authorisations are jurisdiction-specific. A UK authorisation does not extend to the EU or any other country.