Pilots who have only flown under a single national system, such as the FAA in the US or MLIT in Japan, often assume EASA works the same way: one agency, one rulebook, one point of contact. It does not quite. EASA and the European Commission set the common rules that apply in the EU. Registration, operational approvals and day-to-day oversight, however, rest with each country's own aviation authority, for example AESA in Spain or the Luftfahrt-Bundesamt (LBA) in Germany. An operator is registered in only one member state, and according to EASA that registration is also valid in the other EASA member states. This portability covers only who you are, not where you are allowed to fly on a given day.
Three categories sorted by risk, not by drone size alone
The EU framework assigns every flight to the Open, Specific or Certified category, based on the risk of the operation and not on weight class alone. Open covers low-risk flights within fixed limits: the drone weighs less than 25 kg, stays within visual line of sight (VLOS) and is operated at most 120 m above the ground. In addition there are the subcategories A1, A2 and A3, which mainly govern the distance to uninvolved people. No prior authorization is needed for Open.
Specific begins where the limits of the Open category are exceeded. As examples, EASA names flights above 120 m, flights beyond visual line of sight (BVLOS), drones over 25 kg, and flights in cities with a drone over 4 kg or without a suitable CE class mark. Here you need either an operational authorization from the national authority based on a risk assessment or, for a standard scenario, a declaration.
Certified is intended for operations with a risk comparable to manned aviation. Under Implementing Regulation (EU) 2019/947, this includes, for example, flights over crowds of people under certain conditions or the carriage of people. The authority can also assign an operation to the Certified category if the risk cannot be reduced sufficiently without certifying the aircraft and the operator. The procedure resembles that of a conventional aircraft.
The C0–C6 classes determine more than weight
Drones placed on the EU market since the class marking was introduced carry a class label. According to the notice from Spain's AESA: C0 stands for under 250 g, C1 for under 900 g (or under 80 joules of impact energy), C2 for under 4 kg, and C3 and C4 for under 25 kg. C5 and C6 are intended for the standard scenarios STS-01 and STS-02. This label, and not only the number on the scale, helps decide in which Open subcategory a drone may fly.
Transitional rules exist for older drones without a class label. Under Article 20 of Regulation 2019/947, drones that do not comply with Delegated Regulation 2019/945 but were placed on the market before 1 January 2024 and are not self-built may continue to be operated: in subcategory A1 if the takeoff mass including payload is under 250 g, and in A3 if it is under 25 kg. An older, unmarked drone under 250 g can therefore fly in A1. A heavier drone without a label remains restricted to A3. Self-built drones under 250 g takeoff mass and with a maximum speed under 19 m/s are likewise permitted in A1. If in doubt, always check the label and the manufacturer's information.
Registration is EU-wide, but it is not a flight permit
As an operator you must register in the Open category if your drone has a takeoff mass of 250 g or more (or can transfer more than 80 joules on impact). This also applies to any drone with a sensor that can capture personal data, which in practice means almost any camera. Toy drones that comply with Directive 2009/48/EC are exempt. In the Specific category, operators must register regardless of weight. You register in the state where you live, and in only one. You must display the registration number on your drones.
According to EASA, the registration is valid in the other EASA member states, so a pilot from the Netherlands does not need to register again before flying in Portugal. What registration does not do: it does not clear any particular flight at any particular place. National airspace restrictions, rules near airports and local no-fly zones apply exactly as they do for locals. Under Article 15 of Regulation 2019/947, member states can close off areas, set conditions or require prior authorization.
Specific category: a standard scenario and a risk assessment are two routes to approval
For operations that do not fit the Open category, there are several routes. A standard scenario (STS) is a simplified variant: the operator submits a declaration that they meet the prescribed measures, and the national authority only confirms receipt and completeness. Two scenarios are defined. STS-01 describes VLOS over a controlled ground area in a populated environment with a Class C5 drone. STS-02 describes BVLOS with airspace observers over a controlled ground area in a sparsely populated environment with a Class C6 drone. Both apply below 120 m height, and according to EASA for drones under 25 kg. In STS-02 the drone may be at most 1 km from the remote pilot without airspace observers and at most 2 km with them.
The more common mistake is not ignorance of the scenario but the assumption that an approximate match is enough. A standard scenario applies only if every listed condition is actually met. A declaration for a scenario that does not fit the planned flight does not replace an authorization.
If the operation fits no standard scenario, an operational authorization from the national authority is needed. The basis is a risk assessment under Article 11 of Regulation 2019/947. According to EASA, the SORA method (Specific Operations Risk Assessment) is suitable for this: it takes into account the concept of operations, the area overflown, the airspace and the characteristics of the drone, sets safety objectives and mitigation measures, and assigns a safety level value (SAIL). This route takes longer but suits operations that fit no standard scenario.
U-space exists, but not everywhere
According to Regulation (EU) 2021/664, U-space is an airspace designated by the member states in which drone operations are possible only with certain digital services. The minimum required there are network identification, geo-awareness, flight authorization for drones (Flight Authorisation) and traffic information. A flight authorization must be requested before each flight and activated before takeoff. Each member state decides for itself which areas are designated as U-space. That no U-space applies in your area today therefore does not mean it will stay that way. Ask the responsible national authority before flying.
Common mistakes worth avoiding
- Taking EASA's rulebook as the full picture without checking the destination country's authority for airspace maps and local procedures.
- Assuming that an older drone without a class label automatically has the same rights as a marked one, or conversely that it is automatically excluded. What counts are the weight, placing on the market before 1 January 2024, and the transitional rules.
- Declaring a standard scenario without comparing every listed condition with the flight actually planned.
- Believing that an EU-wide valid registration number allows flights anywhere in the EU without checking local restrictions.
Practical checklist
- Check that your operator registration with the authority of your state of residence is current, and keep the number at hand. According to EASA, it is also valid in the other EASA member states.
- Check your drone's class label (C0–C6) before deciding which subcategory, A1, A2 or A3, applies. For drones without a label, it depends on weight and placing on the market, see Article 20.
- Clarify whether your flight fits the Open category or whether a standard scenario or an operational authorization with a risk assessment in the Specific category is needed.
- Before an STS-01 or STS-02 declaration, compare every condition line by line with your flight plan.
- Always check current requirements, airspace maps and U-space areas with EASA and the national authority of the destination country. This guide is orientation only and does not replace a flight permit or legal advice.
You can find more on related topics in our guides to VLOS and BVLOS, Remote ID and the Spanish rules and ENAIRE zones.