# Drone laws in Sweden

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

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

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: Sweden
- Responsible aviation authority: [Swedish Transport Agency (Transportstyrelsen)](https://www.transportstyrelsen.se/)
- 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: 89

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

Registration in Sweden 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:

- **Aircraft commander responsibility for aerial photography compliance** (8) — binding law; national rule; Primary legislation — binding law. The commander of an aircraft must ensure that photography or similar registration from the aircraft is not performed in violation of the restrictions. [Official source](https://www.riksdagen.se/sv/dokument-och-lagar/dokument/svensk-forfattningssamling/lag-2016319-om-skydd-for-geografisk-information_sfs-2016-319/)
- **Permit Requirement for Aerial Photography and Registration** (4) — binding law; national rule; Primary legislation — binding law. Aerial photography or similar sensor registration from an aircraft (including drones) requires a permit from the Swedish Armed Forces (Försvarsmakten), unless conducted by exempt government agencies. [Official source](https://www.riksdagen.se/sv/dokument-och-lagar/dokument/svensk-forfattningssamling/forordning-2016320-om-skydd-for-geografisk_sfs-2016-320/)
- **Prohibition of aerial photography in restricted areas during heightened readiness** (6) — binding law; national rule; Primary legislation — binding law. During heightened readiness or other times decided by the government, aerial photography or similar registration must not be performed within or of military restricted areas without a permit. [Official source](https://www.riksdagen.se/sv/dokument-och-lagar/dokument/svensk-forfattningssamling/lag-2016319-om-skydd-for-geografisk-information_sfs-2016-319/)
- **Prohibition on dissemination of aerial geographic information compilations** (Lag (2016:319)) — binding law; national rule; Primary legislation — binding law. It is prohibited to disseminate a compilation of geographic information over Swedish territory obtained from an aircraft through photography or similar registration without a permit. [Official source](https://www.riksdagen.se/sv/dokument-och-lagar/dokument/svensk-forfattningssamling/lag-2016319-om-skydd-for-geografisk-information_sfs-2016-319/)
- **Required Contents of an Aerial Photography Permit** (5) — binding law; national rule; Primary legislation — binding law. An aerial photography permit must specify the authorized operator, the validity period, the geographical area, and the purpose of the photography or registration. [Official source](https://www.riksdagen.se/sv/dokument-och-lagar/dokument/svensk-forfattningssamling/forordning-2016320-om-skydd-for-geografisk_sfs-2016-320/)
- **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)

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 pilot competency

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

Remote pilot competency in Sweden 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:

- **Fines for UAS breaches – luftfartsförordningen 13 kap. 1 § p.19, 1 a § p.5 and p.10, exceptions 2 § (SFS 2025:1070)** (Luftfartsförordning (2010:770)) — binding law; national rule; Primary legislation — binding law. Under luftfartsförordningen (2010:770) 13 kap., as amended by Förordning (2025:1070), a fine (böter) applies to anyone who intentionally or negligently: (a) breaches Transportstyrelsen's regulations by not carrying the competence certificate (kompetensbevis) when operating an aircraft in an unmanned aircraft system (1 § point 19); (b) breaches a provision of an EU regulation with common rules in civil aviation that this ordinance supplements, where the provision concerns authorisation or declaration for aviation activity with unmanned aircraft (1 a § point 5), or the requirement to carry a pilot licence or equivalent document, medical certificate or identity card on board an aircraft or when operating an aircraft in an unmanned aircraft system (1 a § point 10). No liability under the ordinance where the act is punishable under the Penal Code (brottsbalken), the Aviation Act (2010:500) or another law, is a breach of an order combined with a conditional fine (vite), or was committed through minor negligence (2 §). The ordinance text does not itself state a commencement date; Transportstyrelsen states the sanctions took effect on 1 January 2026. [Official source](https://www.riksdagen.se/sv/dokument-och-lagar/dokument/svensk-forfattningssamling/luftfartsforordning-2010770_sfs-2010-770/)
- **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: 2026-10-04.

## Operating rules

### Altitude limits

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

Drone flights in Sweden 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 below 10 m (altitude)
- Flight altitude at or below 15 m (altitude)

Rules behind this answer:

- **Prohibition of aerial photography in restricted areas during heightened readiness** (6) — binding law; national rule; Primary legislation — binding law. During heightened readiness or other times decided by the government, aerial photography or similar registration must not be performed within or of military restricted areas without a permit. [Official source](https://www.riksdagen.se/sv/dokument-och-lagar/dokument/svensk-forfattningssamling/lag-2016319-om-skydd-for-geografisk-information_sfs-2016-319/)
- **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)
- **Clearance required for flight in controlled airspace (category 2 equivalent)** (TSFS 2017:110) — binding law; EU/EASA framework rule; National binding rule — binding law. Flight in controlled airspace may only take place after specific permission (clearance) from, and on the conditions given by, the air traffic control unit responsible for that airspace. No height-based exemption applies to this category. [Official source](https://www.transportstyrelsen.se/TSFS/TSFS%202017_110.pdf)
- **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: 2026-08-23.

### Operational authorisation

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

Whether an operation in Sweden 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:

- Horizontal distance at least 5000 m (location)
- Imprisonment duration at or below 1 years (other)
- Speed at most 25 m/s (other)

Rules behind this answer:

- **Exemptions from Dissemination Permit Requirements** (Förordning (2016:320)) — binding law; national rule; Primary legislation — binding law. Sjöfartsverket and Lantmäteriet may issue regulations exempting certain geographical areas or specific data designs from the dissemination permit requirement. [Official source](https://www.riksdagen.se/sv/dokument-och-lagar/dokument/svensk-forfattningssamling/forordning-2016320-om-skydd-for-geografisk_sfs-2016-320/)
- **Fines for UAS breaches – luftfartsförordningen 13 kap. 1 § p.19, 1 a § p.5 and p.10, exceptions 2 § (SFS 2025:1070)** (Luftfartsförordning (2010:770)) — binding law; national rule; Primary legislation — binding law. Under luftfartsförordningen (2010:770) 13 kap., as amended by Förordning (2025:1070), a fine (böter) applies to anyone who intentionally or negligently: (a) breaches Transportstyrelsen's regulations by not carrying the competence certificate (kompetensbevis) when operating an aircraft in an unmanned aircraft system (1 § point 19); (b) breaches a provision of an EU regulation with common rules in civil aviation that this ordinance supplements, where the provision concerns authorisation or declaration for aviation activity with unmanned aircraft (1 a § point 5), or the requirement to carry a pilot licence or equivalent document, medical certificate or identity card on board an aircraft or when operating an aircraft in an unmanned aircraft system (1 a § point 10). No liability under the ordinance where the act is punishable under the Penal Code (brottsbalken), the Aviation Act (2010:500) or another law, is a breach of an order combined with a conditional fine (vite), or was committed through minor negligence (2 §). The ordinance text does not itself state a commencement date; Transportstyrelsen states the sanctions took effect on 1 January 2026. [Official source](https://www.riksdagen.se/sv/dokument-och-lagar/dokument/svensk-forfattningssamling/luftfartsforordning-2010770_sfs-2010-770/)
- **Penalties for illegal aerial photography or dissemination** (Lag (2016:319)) — binding law; national rule; Primary legislation — binding law. Anyone who intentionally or negligently performs unauthorized aerial photography or disseminates geographic information in violation of this law shall be sentenced to fines or imprisonment for up to one year. [Official source](https://www.riksdagen.se/sv/dokument-och-lagar/dokument/svensk-forfattningssamling/lag-2016319-om-skydd-for-geografisk-information_sfs-2016-319/)
- **Permit Requirement for Aerial Photography and Registration** (4) — binding law; national rule; Primary legislation — binding law. Aerial photography or similar sensor registration from an aircraft (including drones) requires a permit from the Swedish Armed Forces (Försvarsmakten), unless conducted by exempt government agencies. [Official source](https://www.riksdagen.se/sv/dokument-och-lagar/dokument/svensk-forfattningssamling/forordning-2016320-om-skydd-for-geografisk_sfs-2016-320/)
- **Permit Requirement for Dissemination of Geographical Information** (6) — binding law; national rule; Primary legislation — binding law. Dissemination of geographical information databases requires a permit from Sjöfartsverket (for maritime data) or Lantmäteriet (for land data), unless conducted by exempt government agencies. [Official source](https://www.riksdagen.se/sv/dokument-och-lagar/dokument/svensk-forfattningssamling/forordning-2016320-om-skydd-for-geografisk_sfs-2016-320/)
- **Prohibition of aerial photography in restricted areas during heightened readiness** (6) — binding law; national rule; Primary legislation — binding law. During heightened readiness or other times decided by the government, aerial photography or similar registration must not be performed within or of military restricted areas without a permit. [Official source](https://www.riksdagen.se/sv/dokument-och-lagar/dokument/svensk-forfattningssamling/lag-2016319-om-skydd-for-geografisk-information_sfs-2016-319/)
- **Prohibition on dissemination of aerial geographic information compilations** (Lag (2016:319)) — binding law; national rule; Primary legislation — binding law. It is prohibited to disseminate a compilation of geographic information over Swedish territory obtained from an aircraft through photography or similar registration without a permit. [Official source](https://www.riksdagen.se/sv/dokument-och-lagar/dokument/svensk-forfattningssamling/lag-2016319-om-skydd-for-geografisk-information_sfs-2016-319/)
- **Required Contents of an Aerial Photography Permit** (5) — binding law; national rule; Primary legislation — binding law. An aerial photography permit must specify the authorized operator, the validity period, the geographical area, and the purpose of the photography or registration. [Official source](https://www.riksdagen.se/sv/dokument-och-lagar/dokument/svensk-forfattningssamling/forordning-2016320-om-skydd-for-geografisk_sfs-2016-320/)

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: 2026-10-04.

## Airspace and geographical zones

### Aerodromes and controlled airspace

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

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

Published figures:

- Distance restriction: 1000 m (guidance)

Operating categories distinguished by the published rules: open.

What changes the answer:

- Flight altitude below 10 m (altitude)
- Horizontal distance at least 5000 m (location)
- Horizontal distance below 1000 m (location)
- Speed at most 25 m/s (other)
- Flight altitude below 50 m (altitude)

Rules behind this answer:

- **Fines for UAS breaches – luftfartsförordningen 13 kap. 1 § p.19, 1 a § p.5 and p.10, exceptions 2 § (SFS 2025:1070)** (Luftfartsförordning (2010:770)) — binding law; national rule; Primary legislation — binding law. Under luftfartsförordningen (2010:770) 13 kap., as amended by Förordning (2025:1070), a fine (böter) applies to anyone who intentionally or negligently: (a) breaches Transportstyrelsen's regulations by not carrying the competence certificate (kompetensbevis) when operating an aircraft in an unmanned aircraft system (1 § point 19); (b) breaches a provision of an EU regulation with common rules in civil aviation that this ordinance supplements, where the provision concerns authorisation or declaration for aviation activity with unmanned aircraft (1 a § point 5), or the requirement to carry a pilot licence or equivalent document, medical certificate or identity card on board an aircraft or when operating an aircraft in an unmanned aircraft system (1 a § point 10). No liability under the ordinance where the act is punishable under the Penal Code (brottsbalken), the Aviation Act (2010:500) or another law, is a breach of an order combined with a conditional fine (vite), or was committed through minor negligence (2 §). The ordinance text does not itself state a commencement date; Transportstyrelsen states the sanctions took effect on 1 January 2026. [Official source](https://www.riksdagen.se/sv/dokument-och-lagar/dokument/svensk-forfattningssamling/luftfartsforordning-2010770_sfs-2010-770/)
- **Clearance required for flight in controlled airspace (category 1 equivalent)** (TSFS 2017:110) — binding law; EU/EASA framework rule; National binding rule — binding law. Flight in controlled airspace may only take place after specific permission (clearance) from, and on the conditions given by, the air traffic control unit responsible for that airspace. [Official source](https://www.transportstyrelsen.se/TSFS/TSFS%202017_110.pdf)
- **Clearance required for flight in controlled airspace (category 2 equivalent)** (TSFS 2017:110) — binding law; EU/EASA framework rule; National binding rule — binding law. Flight in controlled airspace may only take place after specific permission (clearance) from, and on the conditions given by, the air traffic control unit responsible for that airspace. No height-based exemption applies to this category. [Official source](https://www.transportstyrelsen.se/TSFS/TSFS%202017_110.pdf)
- **Conditions for the control zone clearance exemptions** (TSFS 2017:110) — binding law; EU/EASA framework rule; National binding rule — binding law. The control zone exemptions apply only if the unmanned aircraft's speed does not exceed 25 metres per second (50 knots or 90 km/h) and the aircraft is not flown closer than 5 km from any part of the runway or runways of the aerodrome for which the control zone or traffic information zone is established. [Official source](https://www.transportstyrelsen.se/TSFS/TSFS%202017_110.pdf)
- **Flight in an aerodrome traffic zone (ATZ) requires consultation with the aerodrome** (10) — binding law; EU/EASA framework rule; National binding rule — binding law. In Sweden, flying an unmanned aircraft inside an aerodrome traffic zone (ATZ) may only take place after consultation (samråd) with the aerodrome concerned. This national requirement applies to operations in the open, specific and certified categories. [Official source](https://www.transportstyrelsen.se/TSFS/TSFS%202017_110.pdf)
- **Flight within 1 000 m of a listed heliport requires consultation with that heliport** (TSFS 2017:110) — binding law; EU/EASA framework rule; National binding rule — binding law. Flight closer than 1 000 metres to the heliports listed in AIP AD 1.1 item 11 may only take place in consultation (samråd) with the heliport concerned. [Official source](https://www.transportstyrelsen.se/TSFS/TSFS%202017_110.pdf)
- **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)
- **No clearance below 10 m in listed military control zones, subject to conditions** (TSFS 2017:110) — binding law; EU/EASA framework rule; Exemption. No clearance is required for flights below 10 metres above ground level inside the control zones of the military aerodromes Karlsborg, Linköping/Malmen, Linköping/SAAB, Luleå/Kallax, Ronneby, Såtenäs, Uppsala, Vidsel, Visby, Hagshult and Jokkmokk, provided the conditions in 3 kap. 3 § fourth paragraph are met. [Official source](https://www.transportstyrelsen.se/TSFS/TSFS%202017_110.pdf)

Last verified: 2026-10-04.

## 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

- [Lag (2016:319) om skydd för geografisk information](https://www.riksdagen.se/sv/dokument-och-lagar/dokument/svensk-forfattningssamling/lag-2016319-om-skydd-for-geografisk-information_sfs-2016-319/) — Swedish Transport Agency; Primary legislation — binding law; last verified 2026-09-22
- [Förordning (2016:320) om skydd för geografisk information](https://www.riksdagen.se/sv/dokument-och-lagar/dokument/svensk-forfattningssamling/forordning-2016320-om-skydd-for-geografisk_sfs-2016-320/) — Swedish Transport Agency; Primary legislation — binding law; last verified 2026-09-22
- [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
- [TSFS 2017:110 - Transportstyrelsens föreskrifter om obemannade luftfartyg](https://www.transportstyrelsen.se/TSFS/TSFS%202017_110.pdf) — Swedish Transport Agency; Secondary legislation — binding law; last verified 2026-09-20
- [Luftfartsförordning (2010:770) - Swedish Aviation Ordinance (consolidated)](https://www.riksdagen.se/sv/dokument-och-lagar/dokument/svensk-forfattningssamling/luftfartsforordning-2010770_sfs-2010-770/) — Swedish Transport Agency; Primary legislation — binding law; last verified 2026-09-22

## Verification

- Sources last verified: 2026-10-04
- 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.
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