# Drone laws in Ireland > Structured, citation-backed drone regulation information for Ireland, 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 Ireland 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 Ireland's drone law; check the linked sources or ask the assistant about your own flight. Canonical page: [https://droneassistant.com/drone-laws/ireland](https://droneassistant.com/drone-laws/ireland) 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: Ireland - Responsible aviation authority: [Irish Aviation Authority (IAA)](https://www.iaa.ie/) - 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: 262 Ireland 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. ## Operating rules ### Operational authorisation - Question: When does a drone operation need authorisation in Ireland? - Answer state: Conditional - Scope: When an operation needs prior authorisation, and how that authorisation is obtained. Whether an operation in Ireland 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: open, specific. What changes the answer: - Pilot age at or above 16 years (pilot certification) - Take-off mass below 20 kg (weight threshold) - Age reduction at or below 2 years (pilot certification) Rules behind this answer: - **Compliance with Authority Directions and Exemption Conditions** (6) — binding law; national rule; Secondary legislation — binding law. Any condition specified in a written permission or in relation to an exemption has the effect of a direction and must be complied with by the person to whom it applies. [Official source](https://www.irishstatutebook.ie/eli/2023/si/24/made/en/html) - **Compliance with Directions and Exemptions** (6) — binding law; national rule; Secondary legislation — binding law. Any condition specified in a written permission or exemption issued by the Authority must be complied with by the person to whom it applies. [Official source](https://www.irishstatutebook.ie/eli/2023/si/24/made/en/html) - **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 11 - section overview** (Article 11) — binding law; EU/EASA framework rule; National binding rule — binding law. This section establishes the mandatory rules and criteria for conducting an operational risk assessment (SORA) for UAS operations, detailing the required elements of the operational description, risk identification, safety targets, mitigation measures, and robustness assessments. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624) - **Article 5 - section overview** (Article 5) — binding law; EU/EASA framework rule; National binding rule — binding law. Article 5 establishes the regulatory framework for the 'Specific' category of UAS operations, detailing when an operational authorisation is required, the risk assessment process, and exemptions such as standard scenario declarations, Light UAS Operator Certificates (LUC), and authorized model aircraft clubs. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624) - **Article 9 - section overview** (Article 9) — binding law; EU/EASA framework rule; EU regulation — binding law. This section establishes the minimum age of 16 for remote pilots operating in the 'open' and 'specific' categories, details specific exemptions where no minimum age is required, and outlines the conditions under which Member States may lower these age limits. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624) - **Assessment of Mitigation Robustness** (Article 11(6)) — binding law; EU/EASA framework rule; National binding rule — binding law. The robustness of proposed mitigating measures must be assessed to ensure they are commensurate with the safety objectives and risks of the intended operation. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624) - **Certification Based on Operational Risk Assessment** (Article 40 (1)(d)) — binding law; EU/EASA framework rule; National binding rule — binding law. The design, production, and maintenance of a UAS must be certified if the competent authority concludes, based on an operational risk assessment, that the risks cannot be adequately mitigated without certification. [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: 2026-09-07. ### Beyond visual line of sight - Question: Is BVLOS drone flight allowed in Ireland? - Answer state: No - Scope: Whether flight beyond visual line of sight is legally available, and by which pathway. No. A published rule in Ireland excludes BVLOS for the operations covered here. Published figures: - Authorisation type: permit (binding law) Operating categories distinguished by the published rules: a1, open. What changes the answer: - Distance at or below 50 m (location) Rules behind this answer: - **Assistance by an Unmanned Aircraft Observer** (UAS.OPEN.060(4)) — binding law; EU/EASA framework rule; National binding rule — binding law. Remote pilots may be assisted by an unmanned aircraft observer to maintain VLOS, provided clear and effective communication is established between them. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624) - **Maximum distance in follow-me mode** (UAS.OPEN.020(3)) — binding law; EU/EASA framework rule; National binding rule — binding law. When follow-me mode is active, the unmanned aircraft must be operated up to a maximum distance of 50 metres from the remote pilot. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624) - **Visual Line of Sight (VLOS) Requirement** (Article 4(1)(d)) — binding law; EU/EASA framework rule; National binding rule — binding law. The remote pilot must keep the unmanned aircraft in VLOS at all times, except when flying in follow-me mode or when using an unmanned aircraft observer. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624) - **Visual Line of Sight and Collision Avoidance** (UAS.OPEN.060(2)(b)) — binding law; EU/EASA framework rule; National binding rule — binding law. During the flight, the remote pilot must keep the unmanned aircraft in VLOS, maintain a thorough visual scan of the surrounding airspace to avoid collision risks with manned aircraft, and discontinue the flight if it poses a risk. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624) - **Maximum UA per Remote Pilot Limit** (2.7) — guidance / non-binding material; national rule; Application procedure published by the authority. The number of unmanned aircraft (UA) that a single remote pilot is permitted to control simultaneously must not exceed the limit defined in the UAS flight manual. [Official source]() - **ConOps Operations Description and Volume** (Annex A to AMC1 to Article 11) — guidance / non-binding material; EU/EASA framework rule; AMC/GM — acceptable means of compliance or guidance material, not a statutory rule in itself. EASA accepts a ConOps detailing the types of operations, operational volume (including ground and air risk buffers), population density, airspace, and crew/automation level of involvement as a means of complying with Article 11. [Official source](https://www.easa.europa.eu/en/document-library/easy-access-rules/easy-access-rules-unmanned-aircraft-systems-regulations-eu) - **Preliminary Operational Concept Elements** (Annex A to AMC1 Article 11) — guidance / non-binding material; EU/EASA framework rule; AMC/GM — acceptable means of compliance or guidance material, not a statutory rule in itself. EASA accepts outlining a preliminary operational concept covering flight location, altitude, speed, flight mode, UAS type, and environmental limitations as a means of initiating the SORA process. [Official source](https://www.easa.europa.eu/en/document-library/easy-access-rules/easy-access-rules-unmanned-aircraft-systems-regulations-eu) Limitations of this coverage: - Binding law and official guidance disagree on bvlos.operational_limitations; the binding position is published. - 5 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: 2026-08-24. ## Insurance ### Insurance - Question: Do I need drone insurance in Ireland? - Answer state: Conditional - Scope: Whether third-party liability insurance is mandatory, and from which threshold. Drone insurance in Ireland 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: - **Third-Party Liability Insurance** (7) — binding law; national rule; Secondary legislation — binding law. Where directed by the Irish Aviation Authority, UAS operators must ensure third-party aviation-specific liability insurance cover exists for each and every flight. [Official source](https://www.irishstatutebook.ie/eli/2023/si/24/made/en/html) - **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) - **Declared standard scenario operations require confirmation of insurance cover** (UAS.SPEC.020(2)(d)) — binding law; EU/EASA framework rule; National binding rule — binding law. A declaration by a UAS operator shall contain confirmation by the UAS operator that an appropriate insurance cover will be in place for every flight made under the declaration, if required by Union or national law. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624) - **Model aircraft under 20 kg are outside the EU aviation insurance regulation** (Article 2(2)(b)) — binding law; EU/EASA framework rule; National binding rule — binding law. Regulation (EC) No 785/2004 shall not apply to model aircraft with a maximum take-off mass of less than 20 kg. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624) - **Operational authorisation applications require confirmation of insurance cover** (UAS.SPEC.030(3)(f)) — binding law; EU/EASA framework rule; National binding rule — binding law. An application for an operational authorisation shall include a confirmation that an appropriate insurance cover will be in place at the start of the UAS operations, if required by Union or national law. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624) - **Operator registration records an insurance policy number where insurance is required** (Article 14(2)(d)) — binding law; EU/EASA framework rule; National binding rule — binding law. The registration systems for UAS operators shall provide the fields for introducing and exchanging an insurance policy number for UAS if required by Union or national law. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624) - **Evidence of Insurance for Operational Authorisation** (6) — guidance / non-binding material; national rule; Authority guidance — not binding law. UAS operators must supply evidence of the required insurance cover when applying for an operational authorisation. [Official source]() 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: 2026-08-24. ## Visual line of sight (VLOS) Requirement (official authority guidance, Irish Aviation Authority (IAA)): The IAA states that the maximum distance for a VLOS operation is the lesser of the attitude line of sight (ALOS) and the detection line of sight (DLOS), and that where the distance from the pilot to the outer boundary of the contingency volume exceeds that calculated VLOS limit the operation must be conducted as 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: The regime expressly allows the operation to be supported or extended through one or more observers. - Legal status: official authority guidance (national) - Extended visual line of sight (EVLOS), a separate regime from ordinary VLOS: The IAA addresses extended VLOS (EVLOS) as a distinct operation supported by visual observers, requiring verification and communication latency between the remote pilot and the visual observers of less than 15 seconds, and requiring operators to engage with the IAA before conducting EVLOS operations. (official authority guidance) - 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. - National (ireland), official authority guidance, Irish Aviation Authority (IAA) — clarifies how the inherited framework applies nationally: The IAA states that the maximum distance for a VLOS operation is the lesser of the attitude line of sight (ALOS) and the detection line of sight (DLOS), and that where the distance from the pilot to the outer boundary of the contingency volume exceeds that calculated VLOS limit the operation must be conducted as BVLOS. - Method: The IAA applies the inherited EASA ALOS/DLOS method rather than publishing national coefficients, so the parent calculation governs. 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 - [IAA operational authorisation guidance, sections 9 (VLOS) and 10 (EVLOS)](https://www.iaa.ie/general-aviation/drones) — Irish Aviation Authority (IAA); official authority guidance, last verified 2026-09-07 ## Official sources - [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 2026-08-21 - [UAM 012A — Application for Operational Authorisation (form)]() — Irish Aviation Authority; Application procedure published by the authority; last verified 2026-09-29 - [EASA Easy Access Rules for UAS](https://www.easa.europa.eu/en/document-library/easy-access-rules/easy-access-rules-unmanned-aircraft-systems-regulations-eu) — AMC/GM — acceptable means of compliance or guidance material, not a statutory rule in itself; last verified 2026-08-22 - [S.I. No. 24/2023 — Irish Aviation Authority (Unmanned Aircraft Systems (Drones)) Order 2023](https://www.irishstatutebook.ie/eli/2023/si/24/made/en/html) — Irish Aviation Authority; Secondary legislation — binding law; last verified 2026-10-02 - [UAM 004 — Guidance on Insurance Requirements for UAS Operations]() — Irish Aviation Authority; Authority guidance — not binding law; last verified 2026-09-30 ## Verification - Sources last verified: 2026-08-24 - 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)