# Drone laws in Poland

> Structured, citation-backed drone regulation information for Poland, 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 Poland 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 Poland's drone law; check the linked sources or ask the assistant about your own flight.

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

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: Poland
- Responsible aviation authority: [Urząd Lotnictwa Cywilnego (Civil Aviation Authority of Poland) (ULC)](https://ulc.gov.pl/drony)
- 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: 153

Poland 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 Poland?
- Answer state: Conditional
- Scope: Whether a drone or its operator must be registered before flying, and under which threshold.

Registration in Poland 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: a1/a3, certified, luc, open, specific.

What changes the answer:

- Flight altitude below 120 m (altitude)

Rules behind this answer:

- **Aeromodelling club operational authorization application requirements** (Art. 156f ust. 2 i 3) — binding law; national rule; Primary legislation — binding law. An application by an aeromodelling club or association for an operational authorization must include the club's details, its UAS operator registration number, and operational details, and must be accompanied by organizational documents, safety procedures, proof of third-party liability insurance, and an operational risk assessment. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Application requirements for aeromodelling club operational authorization** (Art. 156f ust. 2) — binding law; national rule; Primary legislation — binding law. An application by an aeromodelling club or association for an operational authorization under Article 16 of Regulation 2019/947/EU must contain the entity's details, its UAS operator registration number, and a detailed description of the intended operations. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Content of theoretical exam confirmation** (Art. 156y ust. 2) — binding law; national rule; Primary legislation — binding law. The confirmation of passing the theoretical knowledge exam must contain specific identification details of the candidate and the entity, the qualified operation types, practical training confirmation dates, exam details, and the issuing entity's signature. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Displaying Operator Registration Number on Drone** (Art. 209un ust. 18) — binding law; national rule; National binding rule — binding law. Unmanned aircraft system operators must display their operator registration number on the unmanned aircraft in accordance with Article 14(7) of Regulation (EU) 2019/947. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Displaying operator registration number on the aircraft** (Art. 209un ust. 18) — binding law; national rule; National binding rule — binding law. UAS operators must display their operator registration number on the unmanned aircraft in accordance with Article 14(7) of Regulation (EU) 2019/947. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **LUC Certificate Applicant Eligibility** (Art. 156e ust. 1) — binding law; national rule; Primary legislation — binding law. A Light UAS Operator Certificate (LUC) in the specific category may only be issued to a government administration body or a legal person. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Mandatory UAS operator registration** (Art. 209un ust. 2) — binding law; national rule; National binding rule — binding law. Unmanned aircraft system operators must register in the operator register in the cases specified in Article 14(5) of Regulation (EU) 2019/947. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Online training and examination for subcategories A1 and A3** (Art. 156q) — binding law; national rule; Primary legislation — binding law. To obtain the qualification to operate in subcategories A1 and A3 of the open category, remote pilots must complete online training and pass an online exam conducted by the President of the Civil Aviation Authority via the BSP IT system. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)

Limitations of this coverage:

- Binding law and official guidance disagree on registration.digital_registration_available; 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: 2026-08-25.

### Remote identification

- Question: Do I need Remote ID in Poland?
- Answer state: Conditional
- Scope: Whether aircraft must carry or broadcast an electronic identity, and in which form.

Remote identification in Poland is framed by a published mass threshold of 25 kg, together with the aircraft and operation conditions cited below. Whether a given flight must carry or broadcast an electronic identity depends on those conditions.

Published figures:

- Weight threshold: 25 kg (binding law)

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

What changes the answer:

- Flight altitude below 120 m (altitude)
- Take-off mass below 25 kg (weight threshold)

Rules behind this answer:

- **Uploading operator registration number to Remote ID** (Art. 209un ust. 19) — binding law; national rule; National binding rule — binding law. UAS operators must upload their operator registration number into the active remote identification system of the unmanned aircraft when required by Article 14(8) of Regulation (EU) 2019/947. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Uploading Registration Number to Remote ID** (Art. 209un ust. 19) — binding law; national rule; National binding rule — binding law. Unmanned aircraft system operators must upload their operator registration number into the active remote identification system of the aircraft in accordance with Article 14(8) of Regulation (EU) 2019/947. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Active remote identification and geo-awareness for Class C1 UAS** (UAS.OPEN.020(5)(d)) — binding law; EU/EASA framework rule; National binding rule — binding law. Class C1 unmanned aircraft must be operated with an active and updated direct remote identification system and geo-awareness function. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624)
- **ANSI/CTA-2063 Compliant Serial Number** (Annex Part 6 (2)) — binding law; EU/EASA framework rule; EU regulation — binding law. A direct remote identification add-on must have a physical serial number compliant with standard ANSI/CTA-2063, legibly affixed to the add-on and its packaging or user's manual. [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)
- **Article 6 - section overview** (Article 6) — binding law; EU/EASA framework rule; EU regulation — binding law. This section establishes the obligations of manufacturers when placing UAS or remote identification add-ons on the Union market, including conformity assessments, CE marking, documentation retention, product labeling, and corrective actions. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624)
- **Broadcast Data Tamper Protection** (Annex Part 6 (4)) — binding law; EU/EASA framework rule; EU regulation — binding law. A direct remote identification add-on must ensure that the user cannot modify the serial number, UA geographical position and height, route course and ground speed, and pilot position or take-off point. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624)
- **Direct Remote Identification** (Annex Part 3 (14)) — binding law; EU/EASA framework rule; EU regulation — binding law. A class C2 UAS must have a direct remote identification that allows the upload of the UAS operator registration number required in accordance with Article 14 of Implementing Regulation (EU) 2019/947, performs a consistency check on that registration string, and broadcasts directly and periodically in real time throughout the flight — using an open and documented transmission protocol receivable by existing mobile devices within range — at least the UAS operator registration number and Member State verification code, the unique serial number of the UA, the time stamp, the geographical position of the UA and its height above the surface or take-off point, the route course and ground speed, the geographical position of the remote pilot or, if not available, the take-off point, and an indication of the emergency status of the UAS; the direct remote identification must also reduce the ability of tampering with its functionality. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624)

Limitations of this coverage:

- 3 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: 2026-08-25.

### Remote pilot competency

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

Remote pilot competency in Poland 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, a1/a3, a2, a3, open.

What changes the answer:

- Flight altitude at or below 120 m (altitude)

Rules behind this answer:

- **Authorized personnel for practical training and assessment** (Art. 156u ust. 1) — binding law; national rule; Primary legislation — binding law. Practical training and practical skills assessment of a UAS pilot must be conducted by a designated staff member of a recognized entity or a training operator. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Compliance with Inspections and Officer Instructions** (Art. 156zd) — binding law; national rule; Primary legislation — binding law. A person operating an unmanned aircraft system must submit to compliance checks and is legally obligated to follow all instructions and orders issued by authorized inspecting officers. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Compliance with training authorization conditions** (Art. 156o ust. 4) — binding law; national rule; Primary legislation — binding law. Recognized training entities and training operators must conduct practical training and pilot assessments for the specific category strictly in accordance with the conditions and scope of their recognition or granted rights. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Content of theoretical exam confirmation** (Art. 156y ust. 2) — binding law; national rule; Primary legislation — binding law. The confirmation of passing the theoretical knowledge exam must contain specific identification details of the candidate and the entity, the qualified operation types, practical training confirmation dates, exam details, and the issuing entity's signature. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Designated entity for theoretical exams in Specific category** (Art. 156x ust. 1) — binding law; national rule; Primary legislation — binding law. In the 'Specific' category, theoretical knowledge examinations for EU standard scenarios (STS-01, STS-02) or national standard scenarios must be conducted by a designated entity. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Issuance of Practical Training Confirmation in the Specific Category** (Art. 156w ust. 1) — binding law; national rule; Primary legislation — binding law. In the 'Specific' category, confirmation of practical training completion must be issued by a recognized entity or training operator for standard scenarios, and by a training operator for operational authorizations. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Issuance of theoretical exam confirmation in the Specific category** (Art. 156y ust. 1) — binding law; national rule; Primary legislation — binding law. The designated entity must issue a confirmation of passing the theoretical knowledge exam to any person who has passed the exam and meets the requirements of UAS.STS-01, UAS.STS-02, or national standard scenarios. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)

Limitations of this coverage:

- Binding law and official guidance disagree on pilot_competency.renewal; the binding position is published.
- Binding law and official guidance disagree on pilot_competency.validity; the binding position is published.

Last verified: 2026-08-25.

## Operating rules

### Altitude limits

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

Drone flights in Poland 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)

Operating categories distinguished by the published rules: open.

What changes the answer:

- Flight altitude at or below 120 m (altitude)
- Flight altitude below 120 m (altitude)
- Flight altitude at or below 15 m (altitude)
- Obstacle height above 105 m (altitude)

Rules behind this answer:

- **Application requirements for aeromodelling club operational authorization** (Art. 156f ust. 2) — binding law; national rule; Primary legislation — binding law. An application by an aeromodelling club or association for an operational authorization under Article 16 of Regulation 2019/947/EU must contain the entity's details, its UAS operator registration number, and a detailed description of the intended operations. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Open Category Flight Permissions for STS Pilots in DRA-R CTR** — binding law; national rule; Geographical zone requirement. A pilot with STS competencies may, after submitting a flight plan, perform Open category operations in DRA-R CTR zones between 1-6 km from the airport boundary above 50 m, beyond 6 km above 100 m AGL, and around obstacles. [Official source](https://www.pansa.pl/nowe-zasady-wykonywania-lotow-bsp-w-strefach-dra-r-ctr/)
- **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)
- **Direct Remote Identification** (Annex Part 3 (14)) — binding law; EU/EASA framework rule; EU regulation — binding law. A class C2 UAS must have a direct remote identification that allows the upload of the UAS operator registration number required in accordance with Article 14 of Implementing Regulation (EU) 2019/947, performs a consistency check on that registration string, and broadcasts directly and periodically in real time throughout the flight — using an open and documented transmission protocol receivable by existing mobile devices within range — at least the UAS operator registration number and Member State verification code, the unique serial number of the UA, the time stamp, the geographical position of the UA and its height above the surface or take-off point, the route course and ground speed, the geographical position of the remote pilot or, if not available, the take-off point, and an indication of the emergency status of the UAS; the direct remote identification must also reduce the ability of tampering with its functionality. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624)

Last verified: 2026-08-25.

### Operational authorisation

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

Whether an operation in Poland 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: a1/a3, luc, open, specific.

Rules behind this answer:

- **Aeromodelling club operational authorization application requirements** (Art. 156f ust. 2 i 3) — binding law; national rule; Primary legislation — binding law. An application by an aeromodelling club or association for an operational authorization must include the club's details, its UAS operator registration number, and operational details, and must be accompanied by organizational documents, safety procedures, proof of third-party liability insurance, and an operational risk assessment. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Application requirements for aeromodelling club operational authorization** (Art. 156f ust. 2) — binding law; national rule; Primary legislation — binding law. An application by an aeromodelling club or association for an operational authorization under Article 16 of Regulation 2019/947/EU must contain the entity's details, its UAS operator registration number, and a detailed description of the intended operations. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Compliance with training authorization conditions** (Art. 156o ust. 4) — binding law; national rule; Primary legislation — binding law. Recognized training entities and training operators must conduct practical training and pilot assessments for the specific category strictly in accordance with the conditions and scope of their recognition or granted rights. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Conditions for Air Traffic Control Operational Agreement** (Art. 156a ust. 14) — binding law; national rule; Primary legislation — binding law. The competent air traffic control service provider shall make the conclusion of the operational agreement conditional upon establishing safety conditions and presenting confirmation that an operational risk assessment has been conducted with identified risk mitigation measures. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Deadline for Extending Short-Term Operational Authorization** (Art. 156c) — binding law; national rule; Primary legislation — binding law. For operational authorizations with a validity of 30 days or less, the application for extension must be submitted at least 12 days before its expiry. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Deadline for Extension of Short-term Operational Authorization** (Art. 156a ust. 5) — binding law; national rule; Primary legislation — binding law. For operational authorizations with a validity period of 30 days or less, the UAS operator must submit the extension application no later than 12 days before the authorization expires. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Issuance of Practical Training Confirmation in the Specific Category** (Art. 156w ust. 1) — binding law; national rule; Primary legislation — binding law. In the 'Specific' category, confirmation of practical training completion must be issued by a recognized entity or training operator for standard scenarios, and by a training operator for operational authorizations. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **LUC Certificate Applicant Eligibility** (Art. 156e ust. 1) — binding law; national rule; Primary legislation — binding law. A Light UAS Operator Certificate (LUC) in the specific category may only be issued to a government administration body or a legal person. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)

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: 2026-08-25.

## Airspace and geographical zones

### Aerodromes and controlled airspace

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

Drone flights near aerodromes in Poland are governed by airspace and aerodrome restrictions: whether permission is needed depends on the airspace, distance or aerodrome type published below.

Operating categories distinguished by the published rules: open.

Rules behind this answer:

- **Open Category Flight Permissions for STS Pilots in DRA-R CTR** — binding law; national rule; Geographical zone requirement. A pilot with STS competencies may, after submitting a flight plan, perform Open category operations in DRA-R CTR zones between 1-6 km from the airport boundary above 50 m, beyond 6 km above 100 m AGL, and around obstacles. [Official source](https://www.pansa.pl/nowe-zasady-wykonywania-lotow-bsp-w-strefach-dra-r-ctr/)
- **In-flight Geographical Zone Compliance** (UAS.OPEN.060(2)(c)) — binding law; EU/EASA framework rule; National binding rule — binding law. During the flight, the remote pilot must comply with the operational limitations defined for geographical zones. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624)
- **Mandatory Flight Notification to PAŻP** — guidance / non-binding material; national rule; Authority guidance — not binding law. Every drone flight in Polish airspace must be reported to the Polish Air Navigation Services Agency (PAŻP) prior to the flight via their designated IT system. [Official source](https://ulc.gov.pl/drony/informacje-ogolne)
- **Pre-flight Airspace Check on DroneMap** — guidance / non-binding material; national rule; Authority guidance — not binding law. The UAS operator must check airspace availability by entering the planned flight parameters on the DroneMap website before conducting any operation. [Official source](https://ulc.gov.pl/drony/informacje-ogolne)
- **Pre-flight Airspace Check via DroneMap** — guidance / non-binding material; national rule; Authority guidance — not binding law. Before performing a flight, the UAS operator must check airspace availability on the DroneMap website by entering the planned flight parameters. [Official source](https://ulc.gov.pl/drony/informacje-ogolne)
- **Observation of the Operating Environment** (AMC1 UAS.OPEN.060(1)(c)) — 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 that the remote pilot observes the operating environment and checks for conditions that might affect safety, such as people, property, vehicles, public roads, obstacles, aerodromes, and critical infrastructure, as a means of complying with UAS.OPEN.060(1)(c). [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:

- 3 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: 2026-08-25.

## Insurance

### Insurance

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

Drone insurance in Poland 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:

- **Aeromodelling club operational authorization application requirements** (Art. 156f ust. 2 i 3) — binding law; national rule; Primary legislation — binding law. An application by an aeromodelling club or association for an operational authorization must include the club's details, its UAS operator registration number, and operational details, and must be accompanied by organizational documents, safety procedures, proof of third-party liability insurance, and an operational risk assessment. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Required attachments for aeromodelling club authorization applications** (Art. 156f ust. 3) — binding law; national rule; Primary legislation — binding law. An application for an aeromodelling club operational authorization must be accompanied by copies of the organizational structure, internal procedures and management system, proof of third-party liability insurance, and an operational risk assessment. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **Timing of Third-Party Liability Insurance Obligation** (§ 3) — binding law; national rule; National binding rule — binding law. The obligation to hold third-party liability (OC) insurance arises no later than the day preceding the day of commencing operations with an unmanned aircraft system. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1485/text.pdf)
- **Verification of drone liability insurance** (Art. 156ze ust. 3) — binding law; national rule; Primary legislation — binding law. Authorized state services are entitled to verify whether the drone operator has met the obligation to hold a valid third-party liability insurance policy during security interventions. [Official source](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.)
- **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)

Limitations of this coverage:

- 3 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: 2026-08-25.

## 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.

Verification note: We have not yet verified any additional official numerical VLOS limit or calculation method for this jurisdiction. This reflects our verification work so far, not a finding that no such rule exists.

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

- [Ustawa — Prawo lotnicze (Dz.U. 2025 poz. 1431, tekst jednolity) — Art. 209un — kary pieniężne za naruszenia przepisów o systemach BSP](https://api.sejm.gov.pl/eli/acts/DU/2025/1431/text.pdf#from=Art.+209un.&to=Art.+209w.) — Urząd Lotnictwa Cywilnego (Civil Aviation Authority of Poland); National binding rule — binding law; last verified 2026-09-30
- [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 2026-08-24
- [PAŻP — Nowe zasady wykonywania lotów BSP w strefach DRA-R i CTR](https://www.pansa.pl/nowe-zasady-wykonywania-lotow-bsp-w-strefach-dra-r-ctr/) — Urząd Lotnictwa Cywilnego (Civil Aviation Authority of Poland); Geographical zone requirement; last verified 2026-08-26
- [ULC — Informacje ogólne (general UAS information)](https://ulc.gov.pl/drony/informacje-ogolne) — Urząd Lotnictwa Cywilnego (Civil Aviation Authority of Poland); Authority guidance — not binding law; last verified 2026-08-27
- [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
- [Rozporządzenie Ministra Finansów i Gospodarki z 24.10.2025 r. w sprawie obowiązkowego ubezpieczenia OC operatora systemu BSP (Dz.U. 2025 poz. 1485)](https://api.sejm.gov.pl/eli/acts/DU/2025/1485/text.pdf) — Urząd Lotnictwa Cywilnego (Civil Aviation Authority of Poland); National binding rule — binding law; last verified 2026-09-30

## Verification

- Sources last verified: 2026-08-25
- 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)