AIM ¶ 11-3-3 — Large UAS Civil Operations
AIM 11-3-3 explains large civil UAS operations (55+ lbs) in the NAS, see-and-avoid limits, COAs, lost-link squawk codes, and integration. Study for your checkride.
In Plain English
AIM 11-3-3 describes how large civil UAS — those weighing 55 pounds or more — currently operate in the National Airspace System under 14 CFR Part 91. Note that 'large' is just a size descriptor; it is not an FAA-recognized aircraft category.
Key points to know:
- Large UAS may or may not receive ATC separation services, and they do not operate under UAS Traffic Management (UTM).
- Without an onboard pilot, they cannot meet the see-and-avoid requirements of 14 CFR 91.111 and 91.113, so an alternate means of compliance is required to remain well clear of other aircraft.
- Current operations rely on Certificates of Waiver or Authorization (COAs), NOTAMs, and sometimes chase planes or segregated airspace.
- During lost link events, transponder-equipped UAS will squawk 7400 if capable; otherwise 7600.
- Examples include agricultural spraying, radio/telephone relay, cargo delivery, infrastructure inspection, firefighting, and atmospheric sampling.
Full NAS integration will evolve with technology, regulation, and automation improvements. This matters operationally because manned pilots may share airspace with these UAS and should understand how they're separated.
AIM Source Text
FAA AIM ¶ 11-3-311-3-3. 11-3-3. Emerging Large UAS Civil Operations
Large civil UAS operations in the NAS are presently considered those UAS weighing 55 pounds or more with or without aircraft airworthiness certification, along with their control stations and radio links operating under 14 CFR part 91. These operations may or may not receive ATC separation services, but will not be operating under UAS Traffic Management (UTM) structures. Examples of current large UAS civil operators include agricultural spraying and operation as radio/telephone airborne relays. Future large UAS operations will include carriage of cargo and passengers, and very long- endurance aircraft, staying aloft for extended periods of time. NOTE- Large is only used as a term to differentiate from those UAS weighing less than 55 pounds. Large UAS is not an FAA- recognized category of aircraft. Large UAS must meet performance, equipage requirements, and adhere to relevant procedures commensurate with the airspace in which the UAS is operating. Absent an onboard pilot, large UAS are unable to “see and avoid” other aircraft, as required by regulations governing the general operation of aircraft in the NAS under Title 14 CFR section 91.111, Operating Near other Aircraft, and 14 CFR section 91.113, Right of Way Rules: Except Water Operations. As a result, they cannot use visual observation to remain “well clear” of other aircraft and avoid collisions. Therefore, an alternate means of compliance is required to remain well clear of other aircraft and surface obstacles, and avoid collisions. FIG 11-3-3 , A Layered Approach for Collision Avoidance, illustrates the different layers used to keep aircraft safely separated, beginning with airspace classification and design, then ending with the responsibility of the pilot to prevent collisions. FIG 11-3-3 A Layered Approach for Collision Avoidance Transition to full integration into the NAS. Over time, full integration of large UAS operations in the NAS will be achieved. Current large UAS operations will continue to be dependent on COAs, the issuance of NOTAMs, and possibly other measures (e.g., chase plane, segregated airspace) as currently used for accommodated operations. This integration is evolving with UAS technology advances, FAA regulatory changes, NAS automation, communications improvements, and evolving use cases and demand. NOTE- Transponder equipped UAS, during lost link events, if capable, will squawk secondary surveillance radar (SSR)/Transponder code 7400. If the UAS is not programmed for use of SSR code 7400, then code 7600 may be used. Large Civil Operations. The following are examples of test and evaluation operations being conducted with large civil and commercial UAS: cargo delivery, infrastructure inspection, surveillance, firefighting, environmental observation, signal relay, and atmospheric sampling. Previous | Top | Next AIM | ATPUBS | FAA | Send your comments regarding this website.
Oral Exam Questions a DPE Might Ask
Q1What defines a 'large' UAS for civil operations, and is it an FAA aircraft category?
Per AIM 11-3-3, 'large' UAS are those weighing 55 pounds or more, with or without airworthiness certification, operating under 14 CFR Part 91. The term is used only to differentiate from UAS under 55 pounds and is not an FAA-recognized category of aircraft.
Q2Why can't large UAS comply with standard see-and-avoid rules, and what's required instead?
Per AIM 11-3-3, because there is no onboard pilot, large UAS cannot visually 'see and avoid' other aircraft as required by 14 CFR 91.111 and 91.113. An alternate means of compliance is required to remain well clear of other aircraft and surface obstacles and to avoid collisions.
Q3What transponder codes should a large UAS squawk during a lost-link event?
Per AIM 11-3-3, a transponder-equipped UAS, if capable, will squawk SSR/Transponder code 7400 during lost-link events. If the UAS is not programmed for code 7400, then code 7600 may be used.
Related Paragraphs in AIM Chapter 11