Positioning, geo-awareness, flight modes
On-board functions are reassuring, and that is exactly what makes them treacherous. The regulation assigns them a precise role (to alert, to identify, to assist) and never that of deciding in the remote pilot's place.
Key points
- Geo-awareness detects a potential breach of airspace limitations and ALERTS the remote pilot, so that he can act (Art. 2(15)). It informs, it does not constrain; physical blocking is a distinct and optional function, provided for in Part 2, point 14, of the Annex to the Delegated Regulation.
- It is worth only as much as the data loaded: it is the operator who updates them according to the intended location of operation (UAS.OPEN.050(5)).
- Direct remote identification is required of classes C1, C2 and C3, not of C0 or C4. It broadcasts the UAS operator registration number and the serial number of the aircraft, its position and its height, as well as the position of the remote pilot or, if not available, the take-off point.
- The remote pilot checks before the flight that this identification is active and up to date (UAS.OPEN.060(1)(d)). The serial number follows standard ANSI/CTA-2063-A.
- Automatic modes are allowed, autonomous operation is not: the remote pilot must be able to take back control at any moment (Art. 2(17); GM1 UAS.OPEN.060(2)(d)).
- The follow-me mode is limited to 50 metres from the remote pilot in subcategory A1 (UAS.OPEN.020(3)), and classes C0 and C1 fitted with it are held to the same range while still letting the pilot regain control.
- Degraded positioning: the examination syllabus asks you to know how to manage that abnormal situation, and the practical self-training asks you to use external references to judge the distance and the height of the aircraft. A pilot who can only read his screen loses every reference at the moment he needs them most.
- Interference: AMC1 UAS.OPEN.060(1)(c) asks for a reasonable effort to identify the sources of electromagnetic energy liable to disturb or damage the equipment, and point UAS.OPEN.050(2) requires the operator to make efficient use of the radio spectrum in order to avoid harmful interference.
The trap. The illusion of automation is the real subject of this card. An aircraft that triggers no alert proves nothing: it may be carrying the zones of another country, or of a previous season. Geo-awareness alerts, it does not block, and the obligation to inform yourself remains whole.
Source
Implementing Regulation (EU) 2019/947 (CELEX 02019R0947, consolidated on 01/05/2025), art. 2, points 15) and 17), and Annex Part A, points UAS.OPEN.020(3), UAS.OPEN.050(2), UAS.OPEN.050(5), UAS.OPEN.060(1)(d) and UAS.OPEN.060(2)(d); Delegated Regulation (EU) 2019/945 (CELEX 02019R0945, consolidated on 24/06/2025), Annex, Part 1, point 7, Part 2, points 11, 12, 14 and 17, Part 3, points 13 and 14, and Part 4, points 8 and 9; AMC1 UAS.OPEN.060(1)(c) and GM1 UAS.OPEN.060(2)(d) (ED Decision 2019/021/R); AMC1 UAS.OPEN.020(4)(b) and AMC2 UAS.OPEN.030(2)(b) (ED Decision 2022/002/R)