# Drone laws in Germany

> Structured, citation-backed drone regulation information for Germany, published by Drone Assistant from official sources. Every claim below links to the official material it came from. This is not legal advice, coverage is not exhaustive, and the linked official source governs.

> Limited guide. Drone Assistant's coverage of Germany is still under review, so this page summarises only the published rules we can cite to an official source. It is not a complete statement of Germany's drone law; check the linked sources or ask the assistant about your own flight.

Canonical page: [https://droneassistant.com/drone-laws/germany](https://droneassistant.com/drone-laws/germany)

This Markdown file is a machine-readable representation of that page. It is generated from the same published data; it is not a separate content source.

## Regulatory framework

- Jurisdiction: Germany
- Responsible aviation authority: [Luftfahrt-Bundesamt (LBA)](https://www.lba.de/)
- Framework type: national rules within an inherited framework
- Inherited from: EU/EASA framework — [https://droneassistant.com/drone-laws/europe](https://droneassistant.com/drone-laws/europe)
- Published rules held for this jurisdiction: 92

Germany applies the inherited EU/EASA framework. Rules below marked as framework rules are inherited rather than uniquely national, and a national rule may add to, restrict or clarify them.

Legal status is stated for every rule below: binding law, AMC/GM (acceptable means of compliance and guidance material), authority guidance or other non-binding material. Guidance is never a statutory maximum in itself.

## Registration and pilot requirements

### Registration

- Question: Do I need to register my drone in Germany?
- Answer state: Conditional
- Scope: Whether a drone or its operator must be registered before flying, and under which threshold.

Registration in Germany is governed by a published mass threshold of 0.25 kg, alongside the further conditions cited below. Whether it applies to a given flight depends on those conditions, each cited to its rule.

Published figures:

- Weight threshold: 0.25 kg (binding law)

Operating categories distinguished by the published rules: certified, open, specific.

What changes the answer:

- Flight altitude below 120 m (altitude)
- Kinetic energy above 80 joules (other)
- Take-off mass at or above 250 g (weight threshold)

Rules behind this answer:

- **Local Jurisdiction for Operational Authorizations** (LuftVO § 21b) — binding law; national rule; Secondary legislation — binding law. The local jurisdiction of the state aviation authority is determined by the applicant's main residence for natural persons, or by the applicant's registered office for legal entities.
- **LuftVZO § 19 - section overview** (LuftVZO § 19) — binding law; national rule; Secondary legislation — binding law. This section regulates the allocation, display, reservation, and marking requirements for aircraft registration marks in Germany, including specific fireproof marking obligations for owners of unmanned balloons, kites over 5 kg, and self-propelled projectiles.
- **Marking Requirement for Unmanned Balloons, Kites, and Self-Propelled Projectiles** (LuftVZO § 19) — binding law; national rule; Secondary legislation — binding law. Owners of unmanned balloons or kites with a take-off mass exceeding 5 kg, as well as self-propelled projectiles, must visibly attach their name and address in a permanent and fireproof manner before first operation.
- **Application for Cross-Border Operations under Operational Authorisation** (Article 13(1)) — binding law; EU/EASA framework rule; National binding rule — binding law. A UAS operator intending to conduct a specific category operation under an existing operational authorisation in a Member State other than their Member State of registration must submit an application to the competent authority of the Member State of intended operation. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624)
- **Article 14 - section overview** (Article 14) — binding law; EU/EASA framework rule; EU regulation — binding law. This section establishes the mandatory registration requirements for UAS operators and certified unmanned aircraft, defining the thresholds for registration in the open and specific categories, registration location rules, and the obligation to display the registration number. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624)
- **Article 40 - section overview** (Article 40) — binding law; EU/EASA framework rule; National binding rule — binding law. Article 40 defines the conditions under which a UAS must be certified, outlines compliance requirements for certified and non-certified UAS in the specific category, and mandates unique serial numbers and remote identification systems for certain operations. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624)
- **Contents of an Operational Authorisation Application** (UAS.SPEC.030) — binding law; EU/EASA framework rule; National binding rule — binding law. The application for an operational authorisation shall be based on the risk assessment referred to in Article 11 and shall include the specified operator registration, manager name, risk assessment, mitigation measures, operations manual (if required), and insurance confirmation. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624)
- **Cross-Border Operations by LUC Holders with UAS.LUC.060 Privileges** (Article 13(4)) — binding law; EU/EASA framework rule; National binding rule — binding law. A UAS operator holding an LUC with privileges under point UAS.LUC.060 that intends to conduct a specific-category operation taking place partly or entirely in the airspace of a Member State other than its Member State of registration must provide the competent authority of the Member State of intended operation with a copy of the term of approval received in accordance with point UAS.LUC.050 of the Annex, and with the location or locations of the intended operation. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624)

Limitations of this coverage:

- 1 dimension(s) of this topic are not expressed in a machine-resolvable way by the published corpus and are reported UNKNOWN, never FALSE.

Last verified: 2026-09-08.

### Remote pilot competency

- Question: What training do I need to fly a drone in Germany?
- Answer state: Conditional
- Scope: What training, examination or proof of competency a remote pilot must hold.

Remote pilot competency in Germany scales with the operation: which training, examination or proof of competency applies is set by the published conditions below.

Published figures:

- Minimum age: 16 years (binding law)
- Weight-based trigger: 0.25 kg (binding law)

Operating categories distinguished by the published rules: a1, a2, a3, open.

What changes the answer:

- Flight altitude above 100 m (altitude)
- Flight altitude at or above 100 m (altitude)

Rules behind this answer:

- **Admission Requirements for the A2 Remote Pilot Exam** (LuftVO § 21a) — binding law; national rule; Secondary legislation — binding law. To be admitted to the exam for the A2 remote pilot certificate, candidates must present a valid identification document, and minors must additionally present the consent of their legal representative.
- **Application Requirements for Air Sports Association Authorization** (LuftVO § 21g) — binding law; national rule; Secondary legislation — binding law. An application for an air sports association authorization must include operational procedures, compliance assurance, a commitment to make procedures available to members, and details on training measures.
- **Authorization of Nationwide Air Sports Associations** (LuftVO § 21g) — binding law; national rule; Secondary legislation — binding law. The Federal Ministry of Transport and Digital Infrastructure or a designated federal authority may grant nationwide air sports associations an authorization under Article 16(1) of Regulation (EU) 2019/947.
- **Automated Issuance of A1/A3 Certificates and Pilot Rights** (LuftVO § 21a) — binding law; national rule; Secondary legislation — binding law. The LBA may issue, renew, or amend A1/A3 proof of competency certificates and associated fee notices fully automatically, provided the remote pilot's right to present their views and request a decision by a human official is respected.
- **Carrying Training Certificate for Model Aircraft Over 2 kg** (LuftVO § 21f) — binding law; national rule; Secondary legislation — binding law. Remote pilots of model aircraft exceeding 2 kg must carry their association training certificate, which is valid for five years, during flight operations.
- **Designation of Exam Bodies by the LBA** (LuftVO § 21e) — binding law; national rule; Secondary legislation — binding law. The Luftfahrt-Bundesamt may, upon application, designate bodies to conduct examinations and issue certificates and credentials pursuant to § 21a and § 21b.
- **Knowledge and Training Requirements for Model Aircraft Over 2 kg** (LuftVO § 21f) — binding law; national rule; Secondary legislation — binding law. Remote pilots of model aircraft with a take-off mass exceeding 2 kg must possess specific aviation knowledge and complete an association training course before operating.
- **LuftVG § 33 - section overview** (LuftVG § 33) — binding law; national rule; Primary legislation — binding law. This section establishes the strict liability (Gefährdungshaftung) of an aircraft operator (Halter) for personal injury, death, or property damage resulting from an accident during operation, and defines liability rules for unauthorized use, flight training, and authorized users.

Last verified: 2026-08-22.

## Operating rules

### Altitude limits

- Question: What is the maximum drone altitude in Germany?
- Answer state: Conditional
- Scope: The general height limit that applies to drone flights, and what changes it.

Drone flights in Germany are held to a published general height limit of 120 m above_nearest_obstacle. The limit is not absolute: the published conditions that change it are cited below.

Published figures:

- General height limit: 120 m (binding law)
- Reference datum: above_nearest_obstacle (binding law)

What changes the answer:

- Flight altitude at or below 120 m (altitude)
- Flight altitude at or above 100 m (altitude)
- Flight altitude below 120 m (altitude)
- Lateral distance above 10 m (location)
- Lateral distance at or below 100 m (location)

Rules behind this answer:

- **UAS Operations Near Federal Highways, Waterways, and Railways** (LuftVO § 21h) — binding law; national rule; Secondary legislation — binding law. UAS operations over and within a lateral distance of 100 meters from federal highways, federal waterways, and railway installations are only permitted under specific safety, consent, distance, or altitude conditions.
- **UAS Operations Over Nature Reserves and National Parks** (LuftVO § 21h) — binding law; national rule; Secondary legislation — binding law. Operation of an unmanned aircraft over nature conservation areas within the meaning of § 23(1) of the Federal Nature Conservation Act (BNatSchG), over national parks within the meaning of § 24 BNatSchG and over areas within the meaning of § 7(1) nos. 6 and 7 BNatSchG is permitted only if: (a) the competent nature conservation authority has expressly consented to the operation; or (b) the operation of unmanned aircraft in those areas is regulated differently by Land law; or (c) except over national parks, all of the following cumulative conditions are met: (aa) the operation is not carried out for the purposes of sport or recreation; (bb) the operation takes place at an altitude of more than 100 metres; (cc) the remote pilot knows the protective purpose of the protected area concerned and takes it into account in an appropriate manner; and (dd) the use of the airspace by overflying the protected area concerned is indispensably necessary to fulfil the purpose of the operation.
- **UAS Operations Over Residential Properties** (LuftVO § 21h) — binding law; national rule; Secondary legislation — binding law. Operation of an unmanned aircraft over residential property is permitted only if: (a) the owner or other person entitled to use the affected property, whose rights are affected by the operation, has expressly consented to the overflight; or (b) the take-off mass of the unmanned aircraft is up to and including 0.25 kg and the unmanned aircraft and its equipment are incapable of optical and acoustic recording and transmission and incapable of recording or transmitting third parties' radio signals; or (c) the operation takes place at a flight altitude of at least 100 metres and all of the following cumulative conditions are met: (aa) use of the airspace over the affected residential property is necessary to fulfil a legitimate operating purpose, public areas or properties that are not residential property cannot be used for the overflight, and the consent under (a) cannot reasonably be obtained; (bb) all precautions are taken to avoid interference with the protected private sphere and the right to informational self-determination of the affected citizens, which includes in particular that affected persons are as a rule informed in advance; (cc) the operation does not take place between 22:00 and 06:00 local time; and (dd) the noise immission guide values under No. 6.1 of the Technical Instructions on Noise Abatement (TA Lärm) are not expected to be exceeded.
- **Article 4 - section overview** (Article 4) — binding law; EU/EASA framework rule; National binding rule — binding law. This section establishes the classification requirements for UAS operations in the 'open' category, defining limits on aircraft class, maximum take-off mass, operational distance from people, visual line of sight, maximum altitude, and cargo restrictions, as well as dividing the category into three sub-categories. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624)
- **Class C0 Maximum Attainable Height Limit** (Annex Part 1 (3)) — binding law; EU/EASA framework rule; EU regulation — binding law. A class C0 UAS must have its maximum attainable height above the take-off point limited to 120 m. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624)
- **Compliance with Open Category Operational Limitations** (Article 7(1)) — binding law; EU/EASA framework rule; EU regulation — binding law. UAS operations in the 'open' category must comply with the operational limitations set out in Part A of the Annex. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624)
- **Criteria for Determining Unmitigated Ground and Air Risks** (Article 11(4)) — binding law; EU/EASA framework rule; National binding rule — binding law. The risk identification must determine the unmitigated ground risk and unmitigated air risk based on specified operational, environmental, and airspace criteria. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624)

Last verified: 2026-08-22.

### Operations over people

- Question: Can I fly a drone over people in Germany?
- Answer state: Conditional
- Scope: Whether flights over uninvolved people are allowed, and under which safeguards.

Flight over uninvolved people is treated as a higher-risk operation in Germany: it is available only where the published conditions below — class, mass, separation or authorisation — are satisfied.

Published figures:

- Separation distance: 100 m (binding law)
- Weight condition: 12 kg (binding law)

What changes the answer:

- Flight altitude at or above 100 m (altitude)
- Max mtom kg at or below 0.25 kg (weight threshold)
- Distance to residential below 1.5 km (location)
- Lateral distance at or below 100 m (location)
- Take-off mass above 12 kg (weight threshold)
- Propellant mass above 20 g (weight threshold)

Rules behind this answer:

- **Inadmissibility of Asserting Deductible Against Third-Party Claims** (LuftVZO § 106a) — binding law; national rule; Secondary legislation — binding law. The agreed deductible cannot be asserted as a defense against a third party's liability claim.
- **LuftVO § 21h - section overview** (LuftVO § 21h) — binding law; national rule; Secondary legislation — binding law. This section outlines the specific conditions and exceptions under which UAS operations are permitted within various geographical zones in Germany, including airports, industrial sites, government buildings, federal infrastructure, nature reserves, residential properties, and emergency sites.
- **Permit Requirements for Heavy, Rocket, Combustion, or Night Operations** (LuftVO § 21f) — binding law; national rule; Secondary legislation — binding law. Operating model aircraft within an association requires a permit if the aircraft exceeds 12 kg, uses rocket propulsion with more than 20 g of propellant, uses a combustion engine within 1.5 km of residential areas, or is operated at night.
- **UAS Operations Near Government, Diplomatic, and Security Facilities** (LuftVO § 21h) — binding law; national rule; Secondary legislation — binding law. UAS operations over and within a lateral distance of 100 meters from federal or state constitutional bodies, supreme/upper federal or state authorities, diplomatic/consular missions, international organizations, or police/security agency properties are only permitted with the express consent of the competent authority or operator.
- **UAS Operations Near Hospitals** (LuftVO § 21h) — binding law; national rule; Secondary legislation — binding law. UAS operations over and within a lateral distance of 100 meters from hospital boundaries are only permitted with the express consent of the hospital operator.
- **UAS Operations Near Industrial, Military, Energy, and Bio-Safety Facilities** (LuftVO § 21h) — binding law; national rule; Secondary legislation — binding law. UAS operations over and within a lateral distance of 100 meters from industrial plants, correctional facilities, military installations, central energy generation/distribution facilities, and biosafety level 4 facilities are only permitted with the express consent of the competent authority or operator.
- **UAS Operations Over Residential Properties** (LuftVO § 21h) — binding law; national rule; Secondary legislation — binding law. Operation of an unmanned aircraft over residential property is permitted only if: (a) the owner or other person entitled to use the affected property, whose rights are affected by the operation, has expressly consented to the overflight; or (b) the take-off mass of the unmanned aircraft is up to and including 0.25 kg and the unmanned aircraft and its equipment are incapable of optical and acoustic recording and transmission and incapable of recording or transmitting third parties' radio signals; or (c) the operation takes place at a flight altitude of at least 100 metres and all of the following cumulative conditions are met: (aa) use of the airspace over the affected residential property is necessary to fulfil a legitimate operating purpose, public areas or properties that are not residential property cannot be used for the overflight, and the consent under (a) cannot reasonably be obtained; (bb) all precautions are taken to avoid interference with the protected private sphere and the right to informational self-determination of the affected citizens, which includes in particular that affected persons are as a rule informed in advance; (cc) the operation does not take place between 22:00 and 06:00 local time; and (dd) the noise immission guide values under No. 6.1 of the Technical Instructions on Noise Abatement (TA Lärm) are not expected to be exceeded.
- **Article 6 - section overview** (Article 6) — binding law; EU/EASA framework rule; EU regulation — binding law. This section defines the criteria for classifying UAS operations in the 'certified' category, which is based either on specific high-risk operational conditions (such as transporting people or flying over assemblies) or on a risk assessment by the competent authority. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624)

Limitations of this coverage:

- 1 dimension(s) of this topic are not expressed in a machine-resolvable way by the published corpus and are reported UNKNOWN, never FALSE.

Last verified: 2026-08-22.

### Operational authorisation

- Question: When does a drone operation need authorisation in Germany?
- Answer state: Conditional
- Scope: When an operation needs prior authorisation, and how that authorisation is obtained.

Whether an operation in Germany needs prior authorisation depends on the operational category, risk class or location: the published triggers below decide it.

Published figures:

- Application model: permit (binding law)

Operating categories distinguished by the published rules: certified.

What changes the answer:

- Flight altitude at or above 100 m (altitude)
- Distance to residential below 1.5 km (location)
- Lateral distance above 10 m (location)
- Lateral distance at or below 1.5 km (location)
- Lateral distance at or below 100 m (location)

Rules behind this answer:

- **Ancillary Provisions and Revocation of Status** (LuftVO § 21e) — binding law; national rule; Secondary legislation — binding law. Designations and recognitions may include ancillary provisions and must be revoked if their requirements are no longer met, or may be revoked if conditions are violated.
- **Application Requirements for Air Sports Association Authorization** (LuftVO § 21g) — binding law; national rule; Secondary legislation — binding law. An application for an air sports association authorization must include operational procedures, compliance assurance, a commitment to make procedures available to members, and details on training measures.
- **Authorization for UAS Operations in Restricted Geographical Zones** (LuftVO § 21i) — binding law; national rule; Secondary legislation — binding law. The locally competent state aviation authority may, in justified cases, authorize UAS operations in the geographical zones specified in § 21h(3) and (4) beyond the established restrictions, provided safety, public order, environmental protection, and noise protection are ensured.
- **Authorization of Nationwide Air Sports Associations** (LuftVO § 21g) — binding law; national rule; Secondary legislation — binding law. The Federal Ministry of Transport and Digital Infrastructure or a designated federal authority may grant nationwide air sports associations an authorization under Article 16(1) of Regulation (EU) 2019/947.
- **Competent Authority for Certified Category Approvals** (LuftVO § 21c) — binding law; national rule; Secondary legislation — binding law. The Luftfahrt-Bundesamt is the competent authority in Germany for issuing approvals in the certified category under Articles 6, 7(3), and 11 of Regulation (EU) 2019/947.
- **Insurance Exemption for Federal and State Operators** (LuftVG § 43) — binding law; national rule; Primary legislation — binding law. The obligation to maintain third-party liability insurance does not apply if the Federal Government (Bund) or a State (Land) is the operator of the aircraft.
- **Local Jurisdiction for Operational Authorizations** (LuftVO § 21b) — binding law; national rule; Secondary legislation — binding law. The local jurisdiction of the state aviation authority is determined by the applicant's main residence for natural persons, or by the applicant's registered office for legal entities.
- **LuftVO § 17 - section overview** (LuftVO § 17) — binding law; national rule; Secondary legislation — binding law. This section designates the Federal Ministry of Transport and Digital Infrastructure as the authority responsible for establishing restricted airspaces and approving deviations, and prohibits flying through restricted areas unless permitted by the restrictions or approved by the competent air navigation authorities.

Limitations of this coverage:

- 1 dimension(s) of this topic are not expressed in a machine-resolvable way by the published corpus and are reported UNKNOWN, never FALSE.

Last verified: 2026-08-22.

## Airspace and geographical zones

### Aerodromes and controlled airspace

- Question: Can I fly a drone near an airport in Germany?
- Answer state: Conditional
- Scope: What permission or distance applies around aerodromes and in controlled airspace.

This summary is withheld because a rule it relied on is no longer published. Ask the assistant for a current, cited answer.

Last verified: 2026-08-30.

## Insurance

### Insurance

- Question: Do I need drone insurance in Germany?
- Answer state: Conditional
- Scope: Whether third-party liability insurance is mandatory, and from which threshold.

Drone insurance in Germany is published with a minimum third-party cover of 20 kg. Whether cover is required for a given flight depends on the published conditions below.

Published figures:

- Weight threshold: 20 kg (binding law)

Operating categories distinguished by the published rules: open, specific.

What changes the answer:

- Take-off mass below 20 kg (weight threshold)

Rules behind this answer:

- **Applicability of the German Insurance Contract Act (VVG)** (LuftVG § 43) — binding law; national rule; Primary legislation — binding law. The provisions for compulsory insurance under the German Insurance Contract Act (VVG) apply to the liability insurance, with the exception of Section 114 of the VVG.
- **Inadmissibility of Asserting Deductible Against Third-Party Claims** (LuftVZO § 106a) — binding law; national rule; Secondary legislation — binding law. The agreed deductible cannot be asserted as a defense against a third party's liability claim.
- **Insurance Exemption for Federal and State Operators** (LuftVG § 43) — binding law; national rule; Primary legislation — binding law. The obligation to maintain third-party liability insurance does not apply if the Federal Government (Bund) or a State (Land) is the operator of the aircraft.
- **Liability for Authorized Users and Employees** (LuftVG § 33) — binding law; national rule; Primary legislation — binding law. The operator remains liable for damages if the aircraft is operated by an employee or someone to whom the operator handed over the aircraft.
- **Liability for Unauthorized Aircraft Use** (LuftVG § 33) — binding law; national rule; Primary legislation — binding law. A person who uses an aircraft without the operator's knowledge and consent is liable for damages instead of the operator, unless the operator negligently enabled the unauthorized use.
- **LuftVG § 33 - section overview** (LuftVG § 33) — binding law; national rule; Primary legislation — binding law. This section establishes the strict liability (Gefährdungshaftung) of an aircraft operator (Halter) for personal injury, death, or property damage resulting from an accident during operation, and defines liability rules for unauthorized use, flight training, and authorized users.
- **LuftVG § 43 - section overview** (LuftVG § 43) — binding law; national rule; Primary legislation — binding law. This section establishes the obligation for aircraft operators in Germany to maintain third-party liability insurance, defines its relationship with EU Regulation (EC) No 785/2004, exempts federal and state-owned aircraft, and subjects the insurance to the German Insurance Contract Act (VVG) with specific exclusions.
- **LuftVZO § 102 - section overview** (LuftVZO § 102) — binding law; national rule; Secondary legislation — binding law. This section defines the required scope of third-party liability insurance contracts for aircraft operators in Germany, referencing the minimum coverage amounts in the Luftverkehrsgesetz (LuftVG) and permitting group insurance for specific categories like model aircraft.

Limitations of this coverage:

- Binding law and official guidance disagree on insurance.operation_scope; the binding position is published.
- 1 dimension(s) of this topic are not expressed in a machine-resolvable way by the published corpus and are reported UNKNOWN, never FALSE.

Last verified: 2026-08-22.

## Visual line of sight (VLOS)

Requirement (acceptable means of compliance / guidance material, European Union Aviation Safety Agency (EASA)): VLOS is determined by whether the remote pilot can keep the unmanned aircraft in unaided visual contact. EASA guidance treats the maximum possible VLOS distance as the smaller of the attitude line of sight (ALOS) and the detection line of sight (DLOS); anything beyond that is BVLOS.

- Distance: Depends on aircraft size and visibility
- What that means: European Union Aviation Safety Agency (EASA) publishes a method for working this out. The requirement to fly within visual line of sight is itself binding; it is this way of calculating a practical distance that comes from acceptable means of compliance / guidance material, so the result is not a statutory maximum in itself.
- Legal status of the governing material: acceptable means of compliance / guidance material (not a statutory maximum in itself)
- Governing layer: inherited framework (eu-easa)
- Depends on: the aircraft's characteristic dimension
- Depends on: the ground visibility at the site
- Published expression: ALOSmax = 327 x CD + 20 m
- Published expression: ALOSmax = 490 x CD + 30 m
- Published expression: DLOSmax = 0.3 x ground visibility
- Worked example published by the authority: 1 m (rotary wing) — 347 m
- Worked example published by the authority: 1 m (fixed wing) — 520 m
- Worked example published by the authority: 2 m (rotary wing) — 674 m
- Worked example published by the authority: 2 m (fixed wing) — 1010 m
- Worked example published by the authority: 3 m (rotary wing) — 1000 m
- Worked example published by the authority: 3 m (fixed wing) — 1500 m
- Worked example published by the authority: 3.5 m (rotary wing) — 1164.5 m
- Worked example published by the authority: 3.5 m (fixed wing) — 1500 m
- Worked example published by the authority: 4 m (rotary wing) — 1328 m
- Worked example published by the authority: 4 m (fixed wing) — 1500 m
- Worked example published by the authority: 4.53 m (rotary wing) — 1500 m
- Worked example published by the authority: 4.53 m (fixed wing) — 1500 m

- Visual observer: An observer may assist the remote pilot, but the remote pilot remains responsible for maintaining visual line of sight and the operating range is not extended.
  - Legal status: acceptable means of compliance / guidance material (inherited framework)
- First-person view (FPV): UA observers may also be used when the remote pilot conducts UAS operations in first-person view (FPV). In any case, including during FPV operations, the remote pilot is still responsible for the safety of the flight. (acceptable means of compliance / guidance material)
  - The remote pilot remains responsible for the safety of the flight at all times.
  - A UA observer may be used and must be situated alongside the remote pilot.
- Visibility: Visibility is part of the published method: DLOSmax = 0.3 x ground visibility

Layers that apply:

- Inherited (eu-easa), acceptable means of compliance / guidance material, European Union Aviation Safety Agency (EASA): VLOS is determined by whether the remote pilot can keep the unmanned aircraft in unaided visual contact. EASA guidance treats the maximum possible VLOS distance as the smaller of the attitude line of sight (ALOS) and the detection line of sight (DLOS); anything beyond that is BVLOS.
  - Method: The maximum possible distance results from the smaller value of ALOS and DLOS. Anything beyond that is considered BVLOS.

VLOS sources:

- [Easy Access Rules for Unmanned Aircraft Systems, Revision from June 2026 - Annex to AMC3 UAS.SPEC.030(3)(e), A.5.2.5-A.5.2.6; GM1 UAS.OPEN.060(4)](https://www.easa.europa.eu/en/document-library/easy-access-rules/easy-access-rules-unmanned-aircraft-systems) — European Union Aviation Safety Agency (EASA); acceptable means of compliance / guidance material, last verified 2026-09-07

## Official sources

- Luftverkehrs-Ordnung (LuftVO) — Luftfahrt-Bundesamt; Secondary legislation — binding law; last verified 2026-08-28
- Luftverkehrs-Zulassungs-Ordnung (LuftVZO) — Luftfahrt-Bundesamt; Secondary legislation — binding law; last verified 2026-08-27
- [Commission Delegated Regulation (EU) 2019/945](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624) — National binding rule — binding law; last verified 2026-09-07
- Luftverkehrsgesetz (LuftVG) — Luftfahrt-Bundesamt; Primary legislation — binding law; last verified 2026-08-28

## Verification

- Sources last verified: 2026-08-30
- Page built: 2026-10-07
- Regulations change. Where a statement says a value is unverified or not published, that describes the official material reviewed so far, not a finding that no such rule exists; please reproduce such caveats as caveats.
- A rule shown here applies to this jurisdiction and to the operation described. Do not generalise it to other countries or to other categories of operation.
- Site map for agents: [https://droneassistant.com/llms.txt](https://droneassistant.com/llms.txt)