# Drone laws in Portugal

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

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

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: Portugal
- Responsible aviation authority: [Autoridade Nacional da Aviação Civil (ANAC)](https://www.anac.pt/)
- 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: 94

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

Registration in Portugal 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:

- **Exemption of fees for operator registration revalidation** (Artigo 14.º, n.º 3) — binding law; national rule; Primary legislation — binding law. The revalidation of drone operator registration is exempt from the payment of any fees. [Official source](https://diariodarepublica.pt/dr/legislacao-consolidada/decreto-lei/2018-173130714)
- **Identification of Policyholder and Insured in Registration** (10) — binding law; national rule; National binding rule — binding law. When registering insurance details on the electronic platform, both the policyholder (tomador) and the insured (segurado) must be identified if they are not the same person. [Official source](https://diariodarepublica.pt/dr/detalhe/portaria/2-2021-152810682)
- **Submission of Insurance Proof** (Artigo 10.º, n.º 4) — binding law; national rule; Primary legislation — binding law. Proof of the mandatory civil liability insurance must be submitted on the electronic registration platform before the operator begins using the UAS. [Official source](https://diariodarepublica.pt/dr/legislacao-consolidada/decreto-lei/2018-173130714)
- **UAS registration fees and aeromodelling discount** (Artigo 14.º, n.º 1 e 2) — binding law; national rule; Primary legislation — binding law. Fees are due for UAS registration acts collected by ANAC, with a 50% reduction applied to members of aeromodelling sports associations. [Official source](https://diariodarepublica.pt/dr/legislacao-consolidada/decreto-lei/2018-173130714)
- **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)

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.

### Remote identification

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

Remote identification in Portugal 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:

- **Active remote identification system** (Artigo 14.º, n.º 1, alínea o)) — binding law; national rule; Primary legislation — binding law. UAS operators must ensure that each unmanned aircraft is equipped with an active and updated remote identification system. [Official source](https://diariodarepublica.pt/dr/detalhe/decreto-lei/87-2021-173109815)
- **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)
- **EU: for UAS operations requiring a certificate or declaration for design, Annex VI occurrences include remote ID broadcast failure, geographical zone infringement and collisions or near collisions** (Annex VI, points 1 to 5) — binding law; EU/EASA framework rule; EU regulation — binding law. In the operation of UAS for which a certificate or declaration for design is required, the Annex VI occurrences include: inability to broadcast the remote identification or aircraft identification; geographical zones infringements, where UAS operations are not permitted, or the required flight authorisation was not obtained; and a collision or a near collision on the ground or in the air, with another aircraft, terrain or obstacle. [Official source](https://eur-lex.europa.eu/eli/reg_impl/2026/1821/oj)

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: 2026-10-02.

### Remote pilot competency

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

Remote pilot competency in Portugal 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 at or below 120 m (altitude)
- Examination questions at or above 30 questions (other)

Rules behind this answer:

- **STS Practical Training Recognition and Documentation** (Artigo 8.º, alínea a)) — binding law; national rule; National binding rule — binding law. A UAS operator recognised in another EU Member State that intends to conduct practical training and evaluation of remote pilots for an STS in Portugal must submit to ANAC beforehand: a document in Portuguese informing ANAC; the operational declaration for that STS together with the confirmation of its receipt and completeness; the declaration set out in Appendix 4 to the Annex to the EU UAS Regulation; a description of the representative site; and its operations manual, updated and adjusted to the specific national conditions. [Official source](https://www.anac.pt/vPT/Generico/LegislacaoRegulamentacao/RegulamentosdaANAC/Documents/Regulamento_372_2023.pdf)
- **Class C0 Safe Controllability** (Annex Part 1 (4)) — binding law; EU/EASA framework rule; EU regulation — binding law. A class C0 UAS must be safely controllable by a remote pilot following the manufacturer's instructions under all anticipated operating conditions, including system failures. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624)
- **Class C4 Controllability and Maneuverability** (Annex Part 5 (2)) — binding law; EU/EASA framework rule; EU regulation — binding law. A class C4 UAS must be safely controllable and manoeuvrable by a remote pilot following the manufacturer's instructions under all anticipated operating conditions, including system failures. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624)
- **Compliance with Manufacturer's Instructions** (UAS.OPEN.060(2)(e)) — binding law; EU/EASA framework rule; National binding rule — binding law. During the flight, the remote pilot must operate the UAS in accordance with the manufacturer's instructions, including any applicable limitations. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624)
- **Considerations for Identifying Mitigation Measures** (Article 11(5)) — binding law; EU/EASA framework rule; National binding rule — binding law. The identification of mitigation measures to meet the target safety level must consider containment, strategic limitations, flight rules, adverse conditions, organizational factors, personnel competency, human error, and UAS design features. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624)
- **Controllability and Pilot Competency** (Annex Part 3 (3)) — binding law; EU/EASA framework rule; EU regulation — binding law. A class C2 UAS must be safely controllable by a remote pilot with adequate competency as defined in Implementing Regulation (EU) 2019/947, following manufacturer instructions. [Official source](https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:02019R0945-20250624)
- **Data Link Protection** (Annex Part 3 (8)) — binding law; EU/EASA framework rule; EU regulation — binding law. Unless tethered, a class C2 UAS must have a data link protected against unauthorised access to command and control functions. [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: 2026-08-28.

## Operating rules

### Altitude limits

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

Drone flights in Portugal 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:

- **Altitude telemetry in CTR** (Artigo 5.º, n.º 2) — binding law; national rule; National binding rule — binding law. RPAs flying inside a CTR must have real-time altitude telemetry, or otherwise be restricted to flying below the height of the nearest natural or artificial obstacle within a 75-meter radius. [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)
- **Cascais Airport Protection Area 2 Altitude Limit** (Anexo — Aeródromo de Cascais, n.º 3, alínea b)) — binding law; national rule; National binding rule — binding law. In Cascais Airport Protection Area 2, RPA flights are limited to 60 meters above the surface, or up to the height of obstacles within a 75-meter radius if they exceed 60 meters, unless authorized by ANAC. [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)
- **Faro Airport Protection Area 1 Altitude Limit** (Anexo — Aeroporto de Faro, n.º 2, alínea b)) — binding law; national rule; National binding rule — binding law. In Faro Airport Protection Area 1, RPA flights are limited to 30 meters above the surface, or up to the height of obstacles within a 75-meter radius if they exceed 30 meters, unless authorized by ANAC. [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)
- **Faro Airport Protection Area 2 Altitude Limit** (Anexo — Aeroporto de Faro, n.º 3, alínea e)) — binding law; national rule; National binding rule — binding law. In Faro Airport Protection Area 2, RPA flights are limited to 60 meters above the surface, or up to the height of obstacles within a 75-meter radius if they exceed 60 meters, unless authorized by ANAC. [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)
- **Flores Airport Area 1 Altitude Limit** (Anexo — Aeroporto das Flores, n.º 2, alínea b)) — binding law; national rule; National binding rule — binding law. RPA flights in Area 1 of Flores Airport are limited to 30 meters above the surface, or up to the height of a natural or artificial obstacle within a 75-meter radius if the obstacle exceeds 30 meters, unless authorized by ANAC. [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)
- **Flores Airport Area 2 Altitude Limit** (Anexo — Aeroporto das Flores, n.º 3, alínea b)) — binding law; national rule; National binding rule — binding law. RPA flights in Area 2 of Flores Airport are limited to 60 meters above the surface, or up to the height of a natural or artificial obstacle within a 75-meter radius if the obstacle exceeds 60 meters, unless authorized by ANAC. [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)
- **Horta Airport Area 1 Altitude Limit** (Anexo — Aeroporto da Horta, n.º 2, alínea b)) — binding law; national rule; National binding rule — binding law. RPA flights in Area 1 of Horta Airport are limited to 30 meters above the surface, or up to the height of a natural or artificial obstacle within a 75-meter radius if the obstacle exceeds 30 meters, unless authorized by ANAC. [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)
- **Horta Airport Area 2 Altitude Limit** (Anexo — Aeroporto da Horta, n.º 3, alínea b)) — binding law; national rule; National binding rule — binding law. RPA flights in Area 2 of Horta Airport are limited to 60 meters above the surface, or up to the height of a natural or artificial obstacle within a 75-meter radius if the obstacle exceeds 60 meters, unless authorized by ANAC. [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)

Last verified: 2026-08-25.

### Operational authorisation

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

Whether an operation in Portugal 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:

- **Cascais Airport Protection Area 2 Altitude Limit** (Anexo — Aeródromo de Cascais, n.º 3, alínea b)) — binding law; national rule; National binding rule — binding law. In Cascais Airport Protection Area 2, RPA flights are limited to 60 meters above the surface, or up to the height of obstacles within a 75-meter radius if they exceed 60 meters, unless authorized by ANAC. [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)
- **Exemption of fees for operator registration revalidation** (Artigo 14.º, n.º 3) — binding law; national rule; Primary legislation — binding law. The revalidation of drone operator registration is exempt from the payment of any fees. [Official source](https://diariodarepublica.pt/dr/legislacao-consolidada/decreto-lei/2018-173130714)
- **Faro Airport Protection Area 1 Altitude Limit** (Anexo — Aeroporto de Faro, n.º 2, alínea b)) — binding law; national rule; National binding rule — binding law. In Faro Airport Protection Area 1, RPA flights are limited to 30 meters above the surface, or up to the height of obstacles within a 75-meter radius if they exceed 30 meters, unless authorized by ANAC. [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)
- **Faro Airport Protection Area 2 Altitude Limit** (Anexo — Aeroporto de Faro, n.º 3, alínea e)) — binding law; national rule; National binding rule — binding law. In Faro Airport Protection Area 2, RPA flights are limited to 60 meters above the surface, or up to the height of obstacles within a 75-meter radius if they exceed 60 meters, unless authorized by ANAC. [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)
- **Flight prohibition in restricted airspace** (Artigo 11.º, n.º 4) — binding law; national rule; National binding rule — binding law. RPAs are prohibited from flying in prohibited, dangerous, restricted, reserved, and temporarily reserved airspace areas published in the IAIP, unless expressly authorized by the competent entities. [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)
- **Flores Airport Prohibited Area Flight Restriction** (Anexo — Aeroporto das Flores, n.º 1, alínea d)) — binding law; national rule; National binding rule — binding law. RPA flights are prohibited inside the Prohibited Area of Flores Airport, except under specific conditions authorized by ANAC. [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)
- **Horta Airport Prohibited Area Flight Restriction** (Anexo — Aeroporto da Horta, n.º 1) — binding law; national rule; National binding rule — binding law. RPA flights are prohibited inside the Prohibited Area of Horta Airport, except under specific conditions authorized by ANAC. [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)
- **João Paulo II Airport (Ponta Delgada) - Area 1 Altitude Limit** (Anexo — Aeroporto João Paulo II (Ponta Delgada), n.º 2, alínea b)) — binding law; national rule; National binding rule — binding law. RPA flights in Area 1 of João Paulo II Airport are limited to 30 meters above the surface, or up to the maximum height of obstacles within a 75-meter radius if they exceed 30 meters, unless authorized by ANAC. [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)

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 Portugal?
- Answer state: Conditional
- Scope: What permission or distance applies around aerodromes and in controlled airspace.

Drone flights near aerodromes in Portugal 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:

- **Altitude telemetry in CTR** (Artigo 5.º, n.º 2) — binding law; national rule; National binding rule — binding law. RPAs flying inside a CTR must have real-time altitude telemetry, or otherwise be restricted to flying below the height of the nearest natural or artificial obstacle within a 75-meter radius. [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)
- **Cascais Airport Protection Area 2 Altitude Limit** (Anexo — Aeródromo de Cascais, n.º 3, alínea b)) — binding law; national rule; National binding rule — binding law. In Cascais Airport Protection Area 2, RPA flights are limited to 60 meters above the surface, or up to the height of obstacles within a 75-meter radius if they exceed 60 meters, unless authorized by ANAC. [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)
- **Faro Airport Prohibited Area** (Anexo — Aeroporto de Faro, n.º 1, alínea b)) — binding law; national rule; National binding rule — binding law. RPA flights are prohibited inside the Faro Airport Prohibited Area, except under the conditions specified in Article 11(2). [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)
- **Faro Airport Protection Area 1 Altitude Limit** (Anexo — Aeroporto de Faro, n.º 2, alínea b)) — binding law; national rule; National binding rule — binding law. In Faro Airport Protection Area 1, RPA flights are limited to 30 meters above the surface, or up to the height of obstacles within a 75-meter radius if they exceed 30 meters, unless authorized by ANAC. [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)
- **Faro Airport Protection Area 2 Altitude Limit** (Anexo — Aeroporto de Faro, n.º 3, alínea e)) — binding law; national rule; National binding rule — binding law. In Faro Airport Protection Area 2, RPA flights are limited to 60 meters above the surface, or up to the height of obstacles within a 75-meter radius if they exceed 60 meters, unless authorized by ANAC. [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)
- **Flight prohibition in Porto Airport Prohibited Area** (Anexo — Aeroporto Francisco Sá Carneiro (Porto), n.º 1) — binding law; national rule; National binding rule — binding law. RPA flights are prohibited within the Porto Airport (Francisco Sá Carneiro) Prohibited Area, defined by specific coordinates, except under authorized conditions. [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)
- **Flores Airport Area 1 Altitude Limit** (Anexo — Aeroporto das Flores, n.º 2, alínea b)) — binding law; national rule; National binding rule — binding law. RPA flights in Area 1 of Flores Airport are limited to 30 meters above the surface, or up to the height of a natural or artificial obstacle within a 75-meter radius if the obstacle exceeds 30 meters, unless authorized by ANAC. [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)
- **Flores Airport Area 2 Altitude Limit** (Anexo — Aeroporto das Flores, n.º 3, alínea b)) — binding law; national rule; National binding rule — binding law. RPA flights in Area 2 of Flores Airport are limited to 60 meters above the surface, or up to the height of a natural or artificial obstacle within a 75-meter radius if the obstacle exceeds 60 meters, unless authorized by ANAC. [Official source](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104)

Limitations of this coverage:

- 2 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 Portugal?
- Answer state: Conditional
- Scope: Whether third-party liability insurance is mandatory, and from which threshold.

Drone insurance in Portugal 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:

- **Identification of Policyholder and Insured in Registration** (10) — binding law; national rule; National binding rule — binding law. When registering insurance details on the electronic platform, both the policyholder (tomador) and the insured (segurado) must be identified if they are not the same person. [Official source](https://diariodarepublica.pt/dr/detalhe/portaria/2-2021-152810682)
- **Insurance Coverage Scope (Flight and Ground)** (Artigo 2.º) — binding law; national rule; National binding rule — binding law. The mandatory UAS liability insurance must cover damages resulting from accidents occurring both in flight and on the ground. [Official source](https://diariodarepublica.pt/dr/detalhe/portaria/2-2021-152810682)
- **Insurance Deductibles and Third-Party Protection** (7) — binding law; national rule; National binding rule — binding law. Any deductible (franquia) in the UAS liability insurance policy cannot be opposed to injured third parties, and the insurer must pay the compensation in full before seeking reimbursement from the insured. [Official source](https://diariodarepublica.pt/dr/detalhe/portaria/2-2021-152810682)
- **Mandatory Civil Liability Insurance** (Artigo 10.º, n.º 1) — binding law; national rule; Primary legislation — binding law. UAS operators must contract a mandatory civil liability insurance policy for property damage if the UAS has a maximum operational mass exceeding 900 grams. [Official source](https://diariodarepublica.pt/dr/legislacao-consolidada/decreto-lei/2018-173130714)
- **Mandatory Insurance for UAS between 1.5kg and 4kg** (Artigo 2.º, n.º 1, alínea b)) — binding law; national rule; National binding rule — binding law. UAS operators using aircraft with a maximum operational mass greater than 1.5 kg and up to 4 kg must maintain third-party liability insurance with a minimum annual coverage of 0.38 million Special Drawing Rights (SDR). [Official source](https://diariodarepublica.pt/dr/detalhe/portaria/2-2021-152810682)
- **Mandatory Insurance for UAS between 900g and 1.5kg** (Artigo 2.º, n.º 1, alínea a)) — binding law; national rule; National binding rule — binding law. UAS operators using aircraft with a maximum operational mass greater than 900 g and up to 1.5 kg must maintain third-party liability insurance with a minimum annual coverage of 0.26 million Special Drawing Rights (SDR). [Official source](https://diariodarepublica.pt/dr/detalhe/portaria/2-2021-152810682)
- **Minimum Insurance Capital for UAS between 4 kg and 20 kg** (Artigo 2.º) — binding law; national rule; National binding rule — binding law. UAS operators of drones with a maximum take-off mass (MTOM) greater than 4 kg and up to 20 kg must maintain third-party liability insurance with a minimum coverage of 0.56 million SDR (Special Drawing Rights). [Official source](https://diariodarepublica.pt/dr/detalhe/portaria/2-2021-152810682)
- **Minimum Insurance Capital for UAS over 20 kg** (Artigo 2.º) — binding law; national rule; National binding rule — binding law. UAS operators of drones with a maximum take-off mass (MTOM) greater than 20 kg must maintain third-party liability insurance with a minimum coverage of 0.75 million SDR (Special Drawing Rights) in accordance with Regulation (EC) No 785/2004. [Official source](https://diariodarepublica.pt/dr/detalhe/portaria/2-2021-152810682)

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.

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

- [Decreto-Lei n.º 58/2018, de 23 de julho (versão consolidada) — registo de aeronaves não tripuladas e seguro de responsabilidade civil obrigatório](https://diariodarepublica.pt/dr/legislacao-consolidada/decreto-lei/2018-173130714) — Autoridade Nacional da Aviação Civil; Primary legislation — binding law; last verified 2026-09-27
- [Portaria n.º 2/2021, de 4 de janeiro — capital mínimo do seguro obrigatório de responsabilidade civil](https://diariodarepublica.pt/dr/detalhe/portaria/2-2021-152810682) — Autoridade Nacional da Aviação Civil; National binding rule — binding law; last verified 2026-09-27
- [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
- [Decreto-Lei n.º 87/2021, de 20 de outubro — regras nacionais de operação de aeronaves não tripuladas (zonas geográficas, contraordenações)](https://diariodarepublica.pt/dr/detalhe/decreto-lei/87-2021-173109815) — Autoridade Nacional da Aviação Civil; Primary legislation — binding law; last verified 2026-09-27
- [Commission Implementing Regulation (EU) 2026/1821 (UAS and U-space occurrences, amending 2015/1018)](https://eur-lex.europa.eu/eli/reg_impl/2026/1821/oj) — EU regulation — binding law; last verified 2026-10-02
- [Regulamento n.º 1093/2016 (ANAC) — condições de operação de aeronaves civis pilotadas remotamente (vigência condicionada: artigos 5.º a 7.º e 11.º relativos a zonas geográficas)](https://diariodarepublica.pt/dr/detalhe/regulamento/1093-2016-105367104) — Autoridade Nacional da Aviação Civil; National binding rule — binding law; last verified 2026-09-26
- [Regulamento n.º 372/2023 (ANAC) — processo de reconhecimento das organizações de formação e avaliação prática nos cenários de operação padrão (STS), Diário da República, 2.ª série, n.º 59, 23 de março de 2023](https://www.anac.pt/vPT/Generico/LegislacaoRegulamentacao/RegulamentosdaANAC/Documents/Regulamento_372_2023.pdf) — Autoridade Nacional da Aviação Civil; National binding rule — binding law; last verified 2026-09-27

## Verification

- Sources last verified: 2026-08-28
- 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)