Note: for an updated overview of the Part 107 waiver process, see this article from Skyward.

As of October 1, 2019, the FAA had published 3,117 approved waivers to 14 CFR Part 107, the federal regulations governing commercial drone operations in the United States. Most of these waivers have been to allow nighttime operations, with waivers to allow flights over human beings and flights beyond visual line of sight (BVLOS) coming in a distant second and third. And with the rollout of LAANC, the FAA is now instantly providing dozens of authorizations to operate in controlled airspace every day.

That’s encouraging news for commercial drone operators and suggests that the FAA is able to work with companies that can provide evidence of their ability to operate with an equivalent level of safety as following the letter of the law. Depending on your location and types of operations, waivers may be essential to your ability to conduct business.

Unfortunately, the FAA has had to reject even more applications than it has approved, usually for a few (mostly preventable) reasons:

  1. Incorrect or incomplete information
  2. Requesting too many waivers in a single application
  3. Requesting flights in types of airspace for which the FAA is not yet granting approvals
  4. Combining a request for an airspace authorization with a request for waiver

The FAA has said that it’s taking about 90 days to review and either approve or deny an application. That’s a long time, and it means that businesses and individual drone operators must plan well in advance. To have an application denied after a three-month lag time means that a planned project is derailed, relationships with clients and internal stakeholders are harmed, and people will lose trust in your ability to execute.

The worst part? Denied applications are often the result of not following instructions.

Don’t let this happen to you!

In this article, I’ll cover the aspects of Part 107 that the FAA will consider waiving and how to increase your chances of having a waiver accepted. All of this information, with instructions and examples, is available on the FAA’s website. This is your ultimate source of truth.

Provisions of Part 107 That You Can Apply to Have Waived

The FAA has made it clear that, if you’re applying for a waiver, it’s your responsibility to make the case that you can ensure safe operations. Consult the FAA’s waiver safety explanation guidelines for detailed information.

The waiver safety explanation guidelines simply state the functional capability required; they don’t specify the equipment or procedures need to achieve that capability—that’s your job.

For example, one of the performance-based standards required for a waiver allowing night flights is some method to increase conspicuity of the UAS so it can be seen at 3 statute miles or a system that can avoid all non-participating aircraft. The standard doesn’t specify how this should be done. It could take the form of an external strobe on the aircraft (e.g. Acratex Firefly, North American DS-30A-1, or Flytron Standalone), and it could also take the form of a tethered aircraft and the use of ground-based spotlights to illuminate it, or even a ground-based system capable of detecting all non-participating aircraft early enough to allow the remote pilot to safely avoid them.

NOTE: Don’t apply for a waiver if you want to fly a UAS with a total weight of more than 55 lbs (including both the weight of the aircraft and the payload), or if you want to transport the property of other people BVLOS. The FAA will not waive these rules under Part 107. If you’d like to fly an aircraft with a total weight of more than 55 lbs, consider applying for a section 44807 exemption. While there is some limited ability to transport the property of other people under Part 107 (within visual line of sight only), regulations that would allow anything other than experimental UAS air carrier operations are still being developed.

Commercial operators that can provide sufficient evidence of equivalent levels of safety can apply for permission to conduct the following types of operations:

  • Operation from a moving vehicle or aircraft
  • Night flights
  • Flying beyond visual line of sight
  • Alternate methods for use of a visual observer
  • One pilot operating multiple UAS at once
  • Not being required to yield right of way
  • Direct overflight of people
  • Exceptions to certain sUAS operating limitations

Using UAS if you work for the government or a public agency

Many people working for police and fire departments, public universities, and other public entities reach out to us with questions such as: “Does Part 107 apply to me?” and “How does a police department apply for a waiver?” Be aware that you are not exempt from the law. However, you do have a couple of choices:

  1. Fly under Part 107, just like most commercial operators, and follow the process outlined in this article to apply for a waiver.
  2. Obtain a blanket public Certificate of Waiver or Authorization (COA), which allows nationwide flights in Class G airspace at or below 400 feet, self-certification of the UAS pilot, and the option to obtain emergency COAs (e-COAs) under special circumstances. An operator specific (non-blanket) public COA may include the ability to operate at night or within controlled airspace. Email the FAA to learn more about public COAs here:

Tips for Submitting a Successful Part 107 Waiver

It may take several months for your application to be approved or denied, so it’s worth it to take your time and be thorough. When it comes to your waiver application, the details matter

  1. Be specific. Select only the Part 107 regulations that need to be waived in order to perform your operation. Don’t attempt to have every regulation waived. The more complicated the waiver request, the more likely it is that there will be a point of conflict that will result in denial of the entire request.
  2. Do your homework and be detailed. The FAA wants to know the steps you’ll be taking to ensure that your proposed operation is just as safe as a standard operation under Part 107. Briefly state what you’ll be doing to mitigate risks. For example, when describing the remote pilot’s methods for seeing ground-based structures and obstacles, one of several may include: “The Remote Pilot will ensure that the takeoff and landing area is sufficiently illuminated so that the aircraft can be safely controlled during takeoff and landing and that any obstructions within 50 feet (15 meters) laterally of the takeoff and landing area are visible.
  3. Don’t overspecify. Your waiver, if granted, becomes binding. Don’t propose methods or procedures that will be burdensome or impossible to follow on a routine basis.
  4. Be responsive. The FAA may ask you for additional information. If they don’t hear back from you within 30 days, your request will be withdrawn.

As an example, the FAA gives guidelines for the performance based standards that must be met to obtain a waiver for night flights, which I’ve summarized below.

  • Explain in detail how the pilot will maintain visual line of sight with the UAS during darkness.
  • Explain how the pilot will see and avoid other aircraft, people on the ground, and structures and other obstacles during darkness.
  • Explain how the pilot will continuously know the position, altitude, attitude, and movement of the UAS.
  • Explain how you will ensure that the entire flight crew understands how to recognize and overcome visual illusions caused by darkness, as well as the physiological conditions that can degrade a person’s night vision.
  • Explain how you will make sure that the aircraft is visible from 3 statute miles or otherwise how you will detect and avoid all non-participating aircraft.

Be sure to consult the complete instructions (PDF).

Submitting a Part 107 Waiver Application

Submit your Part 107 waivers and requests for airspace authorization via FAA DroneZone. You will need to create an account and fill out a digital form with details including aircraft, pilot, location, waiver safety explanation, and parameters of the intended operation. It’s your responsibility to understand each item and make the case to the FAA that you’re taking the necessary steps to protect people and equipment on the ground and in the air. For more information, consult the FAA’s in-depth application instructions.

Responsible Party

This is the operations manager who may either be the director of sUAS flight operations in a large enterprise or the owner in the case of a small business. This is the person who has ultimate responsibility for the operation. If you’re a sole proprietor or small business owner, the responsible person will likely be the same as the remote pilot. This person does not necessarily need a remote airman’s certificate. The responsible person is required to maintain a current list of pilots that will be operating under the waiver. The list must include their remote pilot certificate numbers and must be presented for inspection upon request from the FAA. If applying for an airspace authorization or a waiver of section 107.41, the responsible person must supply contact information of at least one person who will be operating in controlled airspace under the airspace authorization/waiver.


This is the person who will actually be operating the aircraft or directly supervising the person who will be. This person must have a current remote airman’s certificate.

sUAS Details

Supply information for each UAS that you plan on using under the waiver or airspace authorization that you are applying for. This is not strictly necessary unless there are specific capabilities of the sUAS that are required to meet the performance-based standards for the rule you are requesting a waiver for. For example, if you say that you can meet a specific performance-based standard because you are using equipment unique to your SuperDrone 1000, then use of that aircraft is a condition of the waiver. Remember—aircraft used for commercial purposes must be individually registered with the FAA.

Waiver/Airspace Authorization

Select at least one regulation that you’d like to have waived. Make sure that each regulation that you select is absolutely essential to your proposed operation and that you have methods to ensure safe operations for each. The FAA has said that applicants who select too many regulations, or who don’t provide in-depth explanations, are more likely to have their application denied.

You can use the Skyward Airspace Map to find the precise latitude and longitude of your proposed operation.

The field labeled “Waiver Safety Explanation” may seem small, but this is where you’ll describe your proposed operation, possible operational risks, and methods to lessen/mitigate those risks to demonstrate that your operation is just as safe as a standard operation under Part 107. Use a separate text editor because the web form text window isn’t exactly user friendly. This will also allow you to save the description for future reference or use.

Provide a brief description of the purpose of your proposed operation, focusing your efforts on clearly stating the methods you’ll be using to ensure an equivalent level of safety. A good way to do this is to simply copy and paste each performance based standard provided by the FAA into a blank text document and then list in bulleted format each method you will use to meet that specific standard. Make it clear and easy to read. No points for length.

Methods of meeting the performance based standards may include:

  • Additional operating limitations
  • Special training requirements
  • Special or additional aircraft equipment
  • Special or additional ground equipment
  • Additional crew members
  • Sterilized or segregated flight areas

It may be useful to include a “Contingencies” section at the end, where you describe how will you would respond, for example, to a failure of the control link or to the approach of a non-participating aircraft at low altitude. Don’t try to be exhaustive. List the few most likely contingencies keeping in mind that the FAA’s primary concern is the safety of people and property in the air and on the ground.

Skyward’s Take Flight package is a great resource for establishing and detailing safe, secure, standardized operations in a variety of conditions and scenarios. It includes 190+ pages of operational policies and procedures, including training, maintenance, checklists, and much more.

*Note: Header photo NOT taken via drone.

7 responses to “How to Apply for a Part 107 Waiver

  1. Great article and spot on. You will have more approvals if you will follow what was said. If requesting to fly in restricted air space you may be able to talk the ATC into sending you their map of the airport with its 5 mile circle broken down into a series of square boxes with AGL elevations going out from the airport starting with 0′, 100′, 200′, 300′, 400′. Just because an area may have a “0′” no flight zone doesn’t mean you cannot get it approved. I got a “0′” foot area approved for 250′ AGL to do a construction zone in an approach to the runway so the ATC will work with you.

  2. Do the blanket COAs for public organizations require anything beyond a Part 107 Remote Airman Certificate?

  3. Hi Ethan, Public COAs define the pilot certification requirements. The requirements are specific to each COA, but usually they require pilots to have a Part 61 pilot’s license. If you have a Public COA and it doesn’t specify pilot requirements, your pilots will EITHER need to meet the old 333 requirements (ie, a Part 61 pilot’s license) OR the Part 107 remote airmen’s certificate. Hope that helps!

  4. I would love to find out if there is any avenue of communication with the FAA regarding waiver applications. They say that an applicant will hear back in 90 days, but I’ve been waiting since mid-June on my airspace waiver. No questions, no nothing. I just have a number that they supplied me in response about three days after I applied. I also noticed that the number of .41 applications granted since 7/28/17 is exactly ONE. Is there a reason for that?

  5. Approaching useless without examples. We know this- be specific, follow instructions, don’t ask for too much…

  6. I don’t know the date of your article, but based on other comments and skimming through it you should just direct readers to the new process for FAA authorizations / waivers….FAA DroneZone. Having been the first civilian to receive authorization from both the FAA and TSA to fly multiple missions in the most prohibited airspace in the US, the FRZ, I have vast experience with this process. It does little to rehash 333, etc, when all we need is a DroneZone account and the authorizations are now logged and we can track the process.

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