Expanding Your Part 107 Operations Through Proper Airspace Authorization

Operating a drone under Part 107 opens the door to countless commercial applications—real estate, infrastructure inspection, agriculture, cinematography, and more. But as you push beyond open fields and remote areas, you will inevitably encounter controlled airspace. This is where understanding and securing airspace authorization becomes a non-negotiable part of your operational toolkit. Without it, your business remains grounded near airports, major cities, and other constrained zones. This article walks you through the classifications, processes, and best practices for obtaining FAA airspace authorization so you can scale your drone operations legally and confidently.

Understanding FAA Airspace Classifications

The National Airspace System (NAS) is divided into six classes: A, B, C, D, E, and G. Each class imposes different rules for manned aircraft and, by extension, for drone operations under Part 107. Knowing which class you plan to fly in is the first step toward determining whether you need authorization.

Class A Airspace

Class A airspace covers altitudes from 18,000 feet mean sea level (MSL) up to flight level 600 (approximately 60,000 feet). Standard Part 107 operations are limited to 400 feet above ground level (AGL), so you will rarely—if ever—interact with Class A. No authorization is needed here because you cannot legally fly that high under Part 107 unless you have a waiver.

Class B Airspace

Class B airspace surrounds the busiest airports, such as Chicago O’Hare, Los Angeles International, and Atlanta Hartsfield-Jackson. It typically has a layered “upside-down wedding cake” shape, extending from the surface upward to 10,000 feet MSL. Operating a drone inside Class B requires prior authorization from the FAA, and approvals are often altitude‑ and location‑specific. The FAA’s UAS Facility Maps (discussed below) show maximum allowable altitudes in these zones.

Class C Airspace

Class C airspace exists around medium‑sized airports with moderate traffic, such as Portland International or Nashville International. It usually has an inner radius of 5 nautical miles and an outer radius of 10 nautical miles, starting at the surface and rising to about 4,000 feet AGL. Authorization is required for any Part 107 flight within Class C.

Class D Airspace

Class D airspace surrounds smaller tower‑controlled airports, like many regional or municipal fields. The typical shape is a 5‑nautical‑mile radius from the surface up to 2,500 feet AGL. Authorization is mandatory before entering Class D, though approval times can be quicker due to lower traffic volumes.

Class E Airspace

Class E airspace is the most common controlled airspace for Part 107 pilots. It usually starts at either the surface (designated as “Class E surface‐area airports”), at 700 feet AGL, or at 1,200 feet AGL. In many rural areas, Class E begins at 1,200 feet, leaving the floor from the ground to 1,200 feet as uncontrolled Class G. When flying in Class E that starts at the surface, you still need authorization because it is controlled airspace. However, when Class E begins above ground, you can fly beneath it in Class G without authorization.

Class G Airspace

Class G is uncontrolled airspace. No authorization is required to fly in Class G, regardless of altitude (within the Part 107 limit of 400 feet AGL). Most flights that take place far from airports or in open countryside operate entirely in Class G. Still, you must always observe other regulations, such as visual line‑of‑sight and daylight restrictions.

Why Airspace Authorization Matters Beyond Compliance

Getting authorization is not just about avoiding fines. It positions your drone business as professional and trustworthy. Many clients—especially those in critical infrastructure, public safety, or large‑scale construction—require proof of authorization before they contract your services. Insurance underwriters also look favorably on operators who fly only in authorized airspace. Moreover, authorization provides an extra layer of safety: the FAA can deny requests if temporary flight restrictions or real‑time hazards exist, preventing you from inadvertently flying into danger. Finally, as the regulatory landscape evolves (including Remote ID and UTM systems), a history of proper authorization requests will streamline your operations under future rules.

How to Obtain Airspace Authorization: LAANC and Manual Processes

The FAA’s Low Altitude Authorization and Notification Capability (LAANC) system is the primary method for obtaining near‑instant approvals. LAANC covers approximately 700 controlled airports and uses digital data exchange between drone operators and FAA systems. But not all airspace is LAANC‑enabled. Here’s how to navigate both paths.

Step‑by‑Step LAANC Approval

  1. Choose a LAANC‑Enabled Service Provider. The FAA has approved multiple vendors, including apps like Kittyhawk, AirMap, DJI FlySafe, and most drone flight planning platforms. Register an account and link your Part 107 certificate.
  2. Enter your flight details. Specify the location (a pin on the map), planned altitude (must be below 400 feet AGL unless waivered), and time window (typically same‑day or within a few hours). The system will display the maximum allowable altitude based on the UAS Facility Map for your area.
  3. Submit and receive instant approval. If your requested altitude and location fall within the facility map’s limits, approval is almost immediate. You will receive a digital authorization certificate or confirmation number.
  4. Proceed with your flight. Keep the authorization accessible (screenshot or printout) during operations. If conditions change—such as a new TFR—you may need to re‑evaluate and submit a new request.

Manual Authorization (Non‑LAANC Airspace)

Some airports, particularly those in remote or complex airspace, are not yet LAANC‑enabled. For these, you must use the FAA’s DroneZone portal to submit a manual airspace authorization request. The process takes longer—often several weeks—so plan well in advance. You will need to upload a detailed flight plan, including coordinates, altitudes, times, and safety procedures. The FAA reviews each request and issues either a certificate of authorization (COA) or a denial. For recurring operations at non‑LAANC airports, consider requesting a blanket COA that covers multiple flights over a longer period.

Using UAS Facility Maps to Plan Your Flights

The FAA publishes UAS Facility Maps (UASFMs) that display the maximum altitude allowed for drone operations in controlled airspace around airports. These maps are updated frequently and accessible through LAANC‑enabled apps. By consulting the UASFM before you even submit a request, you can identify possible altitude ceilings and avoid unnecessary rejections. For example, a map might show a maximum altitude of 50 feet AGL near an airport’s approach path, while a nearby area might allow 200 feet. This data helps you plan inspection routes that stay within approved limits.

Common Pitfalls and How to Avoid Them

  • Assuming LAANC covers every airport. Always double‑check if your target airport is LAANC‑enabled. For small public‑use airports with no tower, it might not be, requiring a manual request.
  • Overlooking Temporary Flight Restrictions. VIP movements, sporting events, or natural disasters can trigger TFRs that override your existing authorization. Check FAA’s NOTAM system and your flight planning app before every takeoff.
  • Failing to maintain logs. The FAA may request copies of your authorization records during inspections. Keep a digital or paper log of all approval numbers, timestamps, and location data.
  • Ignoring altitude limits. Even if you have authorization, you must not exceed the altitude specified in the approval. The UASFM limits are maximums, not targets—always leave a safety margin.
  • Waiting until the last minute. Manual requests for non‑LAANC airspace can require 30–90 days of lead time. Build authorization planning into your project timeline.

Flight Planning Tools and Resources

Beyond LAANC apps, several resources help you manage airspace authorization:

  • B4UFLY – FAA’s official mobile app for recreational and commercial pilots. It provides a simple red‑yellow‑green status indicator for your current location.
  • FAA’s Part 107 Waiver Page – For operations that require altitude waivers (above 400 feet), night waivers, or beyond visual line‑of‑sight waivers, you can apply via the FAA’s waiver system.
  • Remote ID requirements – Starting September 16, 2023, all Part 107 drones must broadcast Remote ID information. While not directly about airspace authorization, compliance with Remote ID may become a prerequisite for certain authorization approvals in the future. Read the FAA Remote ID rule.
  • Airspace 101 – FAA’s AIM section on airspace provides authoritative definitions and diagrams.

How Remote ID Interacts with Airspace Authorization

As of early 2025, most drones operating under Part 107 must comply with the Remote ID rule. This means your drone broadcasts its location, altitude, speed, and a serial number while in flight. While Remote ID does not replace airspace authorization, it does enable the FAA to monitor compliance. In some test programs, the FAA is linking Remote ID data with LAANC approval systems to automatically verify that a drone is only flying where and when authorized. Pilot expectations: always keep your Remote ID broadcasting, even in Class G airspace. Failure to do so could lead to enforcement action, including revocation of future authorization privileges.

Conclusion

Securing airspace authorization is a foundational step for any commercial drone operator looking to expand operations beyond wide‑open fields. The FAA has made the process efficient through LAANC, but it still requires diligence, planning, and a solid grasp of airspace classifications. By understanding the differences between Class B, C, D, E, and G, using UAS Facility Maps, and staying on top of manual processes for non‑LAANC airports, you can confidently fly in controlled areas. Doing so not only keeps you legal but also builds trust with clients and regulators, paving the way for larger, more complex missions. Start today by reviewing your local airspace with a LAANC‑enabled tool, and make authorization a standard part of every flight plan.