1

LAW ENFORCEMENT GUIDANCE FOR SUSPECTED 

UNAUTHORIZED UAS OPERATIONS

Issue

There is evidence of a considerable increase in the unauthorized use of small, inexpensive 

Unmanned Aircraft Systems (UAS) by individuals and organizations, including companies. 

The FAA retains the responsibility for enforcing Federal Aviation Regulations, including 

those applicable to the use of UAS. The agency recognizes though that State and local Law 

Enforcement Agencies (LEA) are often in the best position to deter, detect, immediately 

investigate,

1 and, as appropriate,2 pursue enforcement actions to stop unauthorized or unsafe

UAS operations. The information provided below is intended to support the partnership 

between the FAA and LEAs in addressing these activities. 

Discussion

The general public, a wide variety of organizations, including private sector (e.g., commercial 

companies), non-governmental (e.g., volunteer organizations), and governmental entities (e.g., 

local agencies) continue to demonstrate significant interest in UAS. The benefits offered by 

this type of aircraft are substantial and the FAA is committed to integrating UAS into the 

National Airspace System (NAS). This introduction, however, must address important safety

and security considerations. The increasing number of cases of unauthorized use of UAS is a 

serious concern for the FAA and, in terms of safety and security challenges, many of its 

interagency partners. 

This document is intended to assist LEAs in understanding the legal framework that serves as 

the basis for FAA legal enforcement action against UAS operators for unauthorized and/or 

unsafe UAS operations (Section 1) and to provide guidance regarding the role of LEAs in 

deterring, detecting, and investigating unauthorized and/or unsafe UAS operations (Section 2).

SECTION 1.

Basic Legal Mandates

The FAA’s safety mandate under 49 U.S.C. § 40103 requires it to regulate aircraft operations 

conducted in the NAS,

3 which include UAS operations, to protect persons and property on the 

 1 At least in terms of initial contact with the suspected offender.

2 Applying any laws falling within the enforcement authority of the LEA in question. 3 The NAS is “the common network of U.S. airspace; air navigation facilities, equipment and services, airports or landing areas . . . . 

Included are system components shared jointly with the military.” See FAA Pilot/Controller Glossary (Apr. 3, 2014), available 

athttp://www.faa.gov/air_traffic/publications/media/pcg_4-03-14.pdf.
2

ground, and to prevent collisions between aircraft and other aircraft or objects. In addition, 49 

U.S.C. § 44701(a) requires the agency to promote safe flight of civil aircraft in air commerce 

by prescribing, among other things, regulations and minimum standards for other practices, 

methods, and procedures the Administrator finds necessary for safety in air commerce and 

national security.

4

A UAS is an Aircraft that Must Comply with Safety Requirements

A UAS is an “aircraft” as defined in the FAA’s authorizing statutes and is therefore subject to 

regulation by the FAA. 49 U.S.C. § 40102(a)(6) defines an “aircraft” as “any contrivance 

invented, used, or designed to navigate or fly in the air.” The FAA’s regulations (14 C.F.R. § 

1.1) similarly define an “aircraft” as “a device that is used or intended to be used for flight in 

the air.” Because an unmanned aircraft is a contrivance/device that is invented, used, and 

designed to fly in the air, it meets the definition of “aircraft.” In addition, on December 16, 

2015 the FAA the FAA promulgated an Interim Final Rule (80 Fed. Reg. 78594) that defined 

Unmanned Aircraft, Model Aircraft, Small Unmanned Aircraft and Small Unmanned Aircraft 

System in 14 C.F.R. § 1.1. The FAA has promulgated regulations that apply to the operation of 

all aircraft, whether manned or unmanned, and irrespective of the altitude at which the aircraft 

is operating. For example, 14 C.F.R. § 91.13 prohibits any person from operating an aircraft in 

a careless or reckless manner so as to endanger the life or property of another.

Model Aircraft Operations

An important distinction to be aware of is whether the UAS is being operated for hobby or 

recreational purposes or for some other purpose. This distinction is important because there are 

specific requirements in the FAA Modernization and Reform Act of 2012, Public Law 112-95, 

(the Act) that pertain to “Model Aircraft” operations, which are conducted solely for hobby or 

recreational purposes. While flying model aircraft for hobby or recreational purposes does not 

require FAA approval, all model aircraft operators must operate safely and in accordance with 

the law. The FAA provides guidance and information to individual UAS operators about how 

they can operate safely under current regulations and laws. Guidance may be found at: 

http://www.faa.gov/uas/publications/model_aircraft_operators/

Section 336(c) of the Act and 14 C.F.R. § 1.1 define “Model Aircraft” as an unmanned aircraft 

that is –

(1) Capable of sustained flight in the atmosphere; 

(2) Flown within visual line of sight of the person operating the aircraft; and 

(3) Flown for hobby or recreational purposes.

Each element of this definition must be met for a UAS to be considered a Model Aircraft under 

the Act and the regulation. Under Section 336(a) of the Act the FAA is restricted from 

conducting further rulemaking specific to Model Aircraft as defined in section 336(c) so long 

 4 FAA action on these security concerns support and are informed by the national defense, homeland security, and law enforcement 

statutory responsibilities and authorities of our interagency partners.
3

as the Model Aircraft operations are conducted in accordance with the requirements of section 

336(a). Section 336(a) requires that—

(1) The aircraft is flown strictly for hobby or recreational use; 

(2) The aircraft is operated in accordance with a community-based set of safety 

guidelines and within the programming of a nationwide community-based 

organization; 

(3) The aircraft is limited to not more than 55 pounds unless otherwise certified through 

a design, construction, inspection, flight test, and operational safety program 

administered by a community-based organization; 

(4) The aircraft is operated in a manner that does not interfere with and gives way to 

any manned aircraft; and 

(5) When flown within 5 miles of an airport, the operator of the aircraft provides the 

airport operator and the airport air traffic control tower (when an air traffic facility 

is located at the airport) with prior notice of the operation (model aircraft operators 

flying from a permanent location within 5 miles of an airport should establish a 

mutually-agreed upon operating procedure with the airport operator and the airport 

air traffic control tower (when an air traffic facility is located at the airport)).

Model Aircraft that Operate in a Careless or Reckless Manner

Section 336(b) of the Act, however, makes clear that the FAA has the authority under its 

existing regulations to pursue legal enforcement action against persons operating Model 

Aircraft when the operations endanger the safety of the NAS, even if they are operating in 

accordance with section 336(a) and 336(c). So, for example, a Model Aircraft operation 

conducted in accordance with section 336(a) and (c) may be subject to an enforcement action 

for violation of 14 C.F.R. § 91.13 if the operation is conducted in a careless or reckless manner 

so as to endanger the life or property of another. 

UAS Operations that are not Model Aircraft Operations

Operations of UAS that are not Model Aircraft operations as defined in section 336(c) of the 

Act and conducted in accordance with section 336(a) of the Act may only be operated with 

specific authorization from the FAA. The FAA currently authorizes non-hobby or recreational 

UAS operations through one of three avenues: 

(1) The issuance of a Certificate of Waiver or Authorization, generally to a 

governmental entity operating a public aircraft;

(2) The issuance of an airworthiness certificate in conjunction with the issuance of a 

Certificate of Waiver or Authorization; or

(3) The issuance of an exemption under part 11 of title 14, Code of Federal Regulations 

that relies on section 333 (Special Rules for Certain Unmanned Aircraft Systems) 

of the Act for relief from the airworthiness certificate requirement, also in 

conjunction with the issuance of a Certificate of Waiver or Authorization. 
4

It is important to understand that all UAS operations that are not operated as Model Aircraft 

under section 336 of the Act are subject to current and future FAA regulation. At a minimum, 

any such flights are currently required under the FAA’s regulations to be operated with an 

authorized aircraft (certificated or exempted), with a valid registration number (“N-number”), 

with a certificated pilot, and with specific FAA authorization (Certificate of Waiver or 

Authorization).

Regardless of the type of UAS operation, the FAA’s statutes and the Federal Aviation 

Regulations prohibit any conduct that endangers individuals and property on the surface, other 

aircraft, or otherwise endangers the safe operation of other aircraft in the NAS. In addition, 

States and local governments are enacting their own laws regarding the operation of UAS, 

which may mean that UAS operations may also violate state and local laws specific to UAS 

operations, as well as broadly applicable laws such as assault, criminal trespass, or injury to 

persons or property. 

UAS Compliance with Airspace Security Requirements 

As an aircraft, UAS operations (including those involving Model Aircraft) must be conducted 

in accordance with the airspace-centric security requirements prescribed by the FAA’s 

regulations and various implementation tools used by the FAA, specifically including airspace 

with special flight rules and Notices to Airmen (NOTAM) that define Temporary Flight 

Restrictions (TFR). It is important that UAS operators and LEAs be familiar with the airspace 

restrictions respectively relevant to their operations and their enforcement area of 

responsibility.

Flight restrictions are used to protect, but are not limited to, special security events, sensitive 

operations (e.g., select law enforcement activity, space flight operations, etc.), and Presidential

movement. The most up-to-date list of TFRs is available at www.tfr.faa.gov.

See Attachment A for reference resources.5

UAS Registration Requirements

All unmanned aircraft over 0.55 pounds and less than 55 pounds that are components of Small 

Unmanned Aircraft Systems (sUAS)6 and operated as Model Aircraft in the NAS must be 

registered with the FAA. sUAS operated exclusively as Model Aircraft (as defined in sec. 

336(c) of Public Law 112-95 and 14 C.F.R. § 1.1) must be registered under either 14 C.F.R.

Part 47 or Part 48.7

 Those purchased on or after December 21, 2015, and used exclusively as 

model aircraft must be registered prior to operating in the NAS. UAS that have been operated 

in the NAS by the current owner, and used exclusively as model aircraft prior to December 21, 

2015, must be registered by February 19, 2015.

 5 Attachment A also includes a NOTAM concerning avoidance (including no loitering) over power plants, dams, refineries, industrial 

complexes, and military facilities. Although not a restriction, this TFR urges aircraft operators to avoid these locations.

6

Small Unmanned Aircraft Systems (sUAS) are defined in 14 C.F.R. § 1.1 as a small unmanned

aircraft and its associated elements (including communication links and the components that control the small unmanned aircraft) that are 

required for the safe and efficient operation of the small unmanned aircraft in the national airspace system. 7 14 CFR part 47 is the legacy system by which aircraft owners use a paper based process to register aircraft. An alternative process for 

registration and marking of small unmanned aircraft was established under 14 CFR part 48.
5

sUAS currently operating under a COA or an exemption, such as public aircraft or those 

operating for commercial use, must continue to be registered under the provisions of 14 CFR 

Part 47. Beginning on March 31, 2016, owners of UAS operated for purposes other than hobby 

or recreation may also register sUAS under Part 48. 

The FAA will issue a unique registration number that must be placed on the UAS so that it is 

readily visible (this may be inside a battery compartment provided no tools are needed to open 

the compartment). This number will be unique to the operator if operating strictly for hobby 

purposes, and unique to the aircraft if operating for purposes other than hobby. The operator 

of the UAS must carry a Certificate of Aircraft Registration and make it available to law 

enforcement upon request. Operators may verify registration by carrying a paper copy or by 

showing an electronic registration. 

SECTION 2.

The Role of Law Enforcement

The FAA promotes voluntary compliance by educating individual UAS operators about how 

they can operate safely under current regulations and laws. The FAA also has a number of 

enforcement tools available including warning notices, letters of correction, and civil penalties. 

The FAA may take enforcement action against anyone who conducts an unauthorized UAS 

operation or operates a UAS in a way that endangers the safety of the national airspace system. 

This authority is designed to protect users of the airspace as well as people and property on the 

ground.

However, as noted above, State and local Law Enforcement Agencies (LEA) are often in the 

best position to deter, detect, immediately investigate,

8 and, as appropriate,9 pursue 

enforcement actions to stop unauthorized UAS operations. Although the FAA retains the 

responsibility for enforcing FAAs regulations, FAA aviation safety inspectors, who are the 

agency’s principal field elements responsible for following up on these unauthorized and/or 

unsafe activities, will often be unable to immediately travel to the location of an incident.

While the FAA must exercise caution not to mix criminal law enforcement with the FAA’s 

administrative safety enforcement function, the public interest is best served by coordination 

and fostering mutual understanding and cooperation between governmental entities with law 

enforcement responsibilities. Although there are Federal criminal statutes that may be 

implicated by some UAS operations (see e.g., 49 U.S.C. § 46307), most violations of the 

FAA’s regulations may be addressed through administrative enforcement measures. As with 

any other civil or criminal adjudication, successful enforcement will depend on development 

of a complete and accurate factual report contemporaneous with the event.

Although certainly not an exhaustive list, law enforcement officials, first responders and others 

can provide invaluable assistance to the FAA by taking the actions outlined below: 

 8 At least in terms of initial contact with the suspected offender.

9 Applying any laws falling within the enforcement authority of the LEA in question.
6

(1) Witness Identification and Interviews. Local law enforcement is in the best 

position to identify potential witnesses and conduct initial interviews, documenting 

what they observed while the event is still fresh in their minds. In addition, local 

law enforcement is in an optimum position to secure all information necessary for 

our safety inspectors to contact these witnesses in any subsequent FAA 

investigation. Administrative proceedings often involve very technical issues; 

therefore, we expect our own safety inspectors will need to re-interview most 

witnesses. We are mindful that in many jurisdictions, state law may prohibit the 

transmission of witness statements to third parties, including the FAA. In those 

circumstances it is extremely important that the FAA be able to locate and conduct 

independent interviews of these individuals.

(2) Identification of Operators. Law enforcement is in the best position to contact the 

suspected operators of the aircraft, and any participants or support personnel 

accompanying the operators. The FAA has previously exercised enforcement 

discretion in not requiring persons to register sUAS used exclusively as model 

aircraft, so educating the community on these requirements will be an ongoing

process. We continue to identify operators engaged in commercial operations who 

have not received authorization from the FAA to do so. However, in our 

enforcement proceedings, we bear the burden of proof, and showing who actually is 

operating the unmanned aircraft is critical. Therefore, evidentiary thresholds must 

be met even when using data or video acquired via the internet. Likewise, the 

purpose for the operation (such as in support of a commercial venture, to further 

some business interest, or to secure compensation for their services) may become 

an important element in determining what regulations, if any, may have been 

violated by the operation. Identification and interview of suspected operators early 

on will help immeasurably to advance enforcement efforts.

(3) Viewing and Recording the Location of the Event. Pictures taken in close 

proximity to the event are often helpful in describing light and weather conditions, 

any damage or injuries, and the number and density of people on the surface, 

particularly at public events or in densely populated areas. During any witness 

interviews, use of fixed landmarks that may be depicted on maps, diagrams or 

photographs immeasurably help in fixing the position of the aircraft, and such 

landmarks also should be used as a way to describe lateral distances and altitude 

above the ground, structures or people (e.g. below the third floor of Building X, 

below the top of the oak tree located Y, anything that gives reference points for lay 

witnesses).

(4) Identifying Sensitive Locations, Events, or Activities. The FAA maintains a 

variety of security-driven airspace restrictions around the country to help protect 

sensitive locations, events, and activities through Temporary Flight Restrictions 

(TFR), Prohibited Areas, and other mechanisms such as the Washington, DC Flight 

Restricted Zone (DC FRZ). UAS operations, including Model Aircraft flights, are 

generally prohibited within these defined volumes of airspace. LEAs should 

become familiar with the steady-state airspace restrictions active within their area 

of responsibility, along with as-needed TFRs, which could be instituted to help 

protect sensitive events (e.g., major gatherings of elected officials) and activities 
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(e.g., Presidential movements). If there is any question as to whether a TFR has 

been established in a given location, contact the nearest air traffic facility or flight 

service station for further information or visit http://tfr.faa.gov/tfr2/list.html for a 

graphic representation of TFRs locatable by state and effective dates. 

(5) Notification. Immediate notification of an incident, accident or other suspected 

violation to one of the FAA Regional Operation Centers (ROC) located around the 

country is valuable to the timely initiation of the FAA’s investigation. These 

centers are manned 24 hours a day, 7 days a week with personnel who are trained in 

how to contact appropriate duty personnel during non-business hours when there 

has been an incident, accident or other matter that requires timely response by FAA 

employees. A list of these centers and telephone numbers is included as Attachment 

B to this letter. FAA Law Enforcement Assistance Program (LEAP) Special 

Agents are also available to provide investigation support. LEAP Special Agent 

contact information is included as Attachment C to this letter.

(6) Evidence Collection. Identifying and preserving any public or private security 

systems that may provide photographic or other visual evidence of UAS operations, 

including video or still picture security systems can provide essential evidence to 

the FAA. Many times these systems do not permanently store information but erase 

it as the system recycles at a given interval. Local law enforcement is in the best 

position to inquire and make initial requests to identify and preserve this form of 

evidence or obtain legal process for securing this evidence in the context of an 

investigation of a possible violation of state criminal law. In addition, some UAS 

may be marked with identification numbers (“N-numbers”) signifying FAA 

registration under a commercial or governmental authorization. All other UAS 

weighing greater than 0.55 pounds and operated for hobby or recreational purposes

are required to be marked with a registration number assigned to the owner. The 

presence or lack of these identification numbers may be significant in an FAA 

investigation. For example, an operator may state that he or she is conducting an 

approved commercial activity, which usually requires registered aircraft. However, 

the absence of registration markings on the UAS may indicate that the aircraft is not 

registered, meaning the operation may not be authorized. Note that identification 

numbers may not be conspicuous from a distance because of the size and nontraditional configuration of some UAS. The registered owners of UAS operating 

under an approved commercial or governmental authorization bearing identification 

numbers can be found by searching for the N-number on the FAA’s website: 

www.faa.gov. Hobby UAS greater than 0.55 pounds must be marked with a 

registration number and the operator must provide evidence of registration upon 

request by law enforcement. These numbers can be verified by contacting an FAA 

Regional Operations Center, the Washington Operations Center or your FAA 

LEAP Special Agent.

Virtually all of the items listed above are already in the tool box for law enforcement officers. 

Other investigative methods also may prove useful, such as consensual examination of the 

UAS, equipment trailers and the like. However, other law enforcement processes, such as 

arrest and detention or non-consensual searches almost always fall outside of the allowable 

methods to pursue administrative enforcement actions by the FAA unless they are truly a by-
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product of a state criminal investigation. We do not mean to discourage use of these methods 

and procedures where there is an independent basis for them under state or local law. We 

simply wish to emphasize that work products intended for FAA use generally should involve 

conventional administrative measures such as witness interviews, “stop and talk” sessions with 

suspected violators, consensual examination of vehicles and equipment, and other methods that 

do not involve court orders or the potential use of force by law enforcement personnel.

It is extremely difficult to provide a “one size fits all” guide to cooperative investigation of 

unauthorized UAS operations considering the myriad jurisdictions and the associated statutory 

and constitutional restraints and requirements. State and local officials are always urged to use 

their governmental unit’s legal resources and their own management chain to develop 

acceptable protocols for dealing with these instances. In some situations, there may be legal 

bars to the sharing of some information or the use of databases designed for conventional law 

enforcement. However, with appropriate data collection during first responses and early 

reporting to the FAA, Federal, State and local agencies will be in the best position to both 

collect and share information that may be of interest to each jurisdiction. FAA aviation safety 

inspectors are adept at coordination with our own legal resources to ensure unauthorized 

operators are properly accountable for the potential risk they create to both people and 

property. In addition, we have specially trained inspectors within the FAA UAS Integration 

office who can provide expertise in this area.

If you have any questions or your agency would like to pursue advance planning on how to 

address these situations, please feel free to contact your local FAA Law Enforcement 

Assistance Special Agent or the FAA’s Law Enforcement Assistance Program Office at (202) 

267-4641 or (202) 267-9411.
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Attachment A.

Excerpts

Presidential 

Movements

FDC 4/7607 ZBW RI..AIRSPACE PROVIDENCE, RHODE ISLAND..TEMPORARY 

FLIGHT RESTRICTIONS. OCTOBER 16, 2014 LOCAL. THIS NOTAM REPLACES 

NOTAM 4/7600 DUE TO SCHEDULE CHANGE. PURSUANT TO 49 USC 40103(B 

THE FEDERAL AVIATION ADMINISTRATION (FAA) CLASSIFIES THE AIRSPACE 

DEFINED IN THIS NOTAM AS 'NATIONAL DEFENSE AIRSPACE'. PILOTS WHO 

DO NOT ADHERE TO THE FOLLOWING PROCEDURES MAY BE INTERCEPTED 

DETAINED AND INTERVIEWED BY LAW ENFORCEMENT/SECURITY 

PERSONNEL. ANY OF THE FOLLOWING ADDITIONAL ACTIONS MAY ALSO BE 

TAKEN AGAINST A PILOT WHO DOES NOT COMPLY WITH THE 

REQUIREMENTS OR ANY SPECIAL INSTRUCTIONS OR PROCEDURES 

ANNOUNCED IN THIS NOTAM: 

A) THE FAA MAY TAKE ADMINISTRATIVE ACTION, INCLUDING IMPOSING CIVI 

PENALTIES AND THE SUSPENSION OR REVOCATION OF AIRMEN 

CERTIFICATES; OR 

B) THE UNITED STATES GOVERNMENT MAY PURSUE CRIMINAL CHARGES, 

INCLUDING CHARGES UNDER TITLE 49 OF THE UNITED STATES CODE, 

SECTION 46307; OR 

C) THE UNITED STATES GOVERNMENT MAY USE DEADLY FORCE AGAINST 

THE AIRBORNE AIRCRAFT, IF IT IS DETERMINED THAT THE AIRCRAFT POSES 

AN IMMINENT SECURITY THREAT.

...

C. THE FOLLOWING OPERATIONS ARE NOT AUTHORIZED WITHIN THIS TFR: 

FLIGHT TRAINING, PRACTICE INSTRUMENT APPROACHES, AEROBATIC 

FLIGHT, GLIDER OPERATIONS, SEAPLANE OPERATIONS, PARACHUTE 

OPERATIONS, ULTRALIGHT, HANG GLIDING, BALLOON OPERATIONS, 

AGRICULTURE/CROP DUSTING, ANIMAL POPULATION CONTROL FLIGHT 

OPERATIONS, BANNER TOWING OPERATIONS, SIGHTSEEING 

OPERATIONS,MAINTENANCE TEST FLIGHTS, MODEL AIRCRAFT 

OPERATIONS, MODEL ROCKETRY, UNMANNED AIRCRAFT SYSTEMS (UAS),

AND UTILITY AND PIPELINE SURVEY OPERATIONS. 
10

DC FRZ FDC 0/8326 ZDC PART 1 OF 10 FLIGHT RESTRICTIONS, WASHINGTON, DC, 

EFFECTIVE 1012010401 UTC UNTIL FURTHER NOTICE. THIS NOTICE WILL 

REPLACE NOTAM 0/9477 DUE TO A CHANGE IN RESTRICTIONS. THIS NOTAM 

AND A NOTAM FOR THE LEESBURG MANEUVERING AREA SUPPLEMENT 

SUBPART V, 14 CFR PART 93 FOR THE WASHINGTON, D.C. SPECIAL FLIGHT 

RULES AREA (DC SFRA). PURSUANT TO 49 USC 40103(B), THE FAA HAS 

ESTABLISHED THE DC SFRA AREA AS 'NATIONAL DEFENSE AIRSPACE. ANY 

PERSON WHO DOES NOT COMPLY WITH THE REQUIREMENTS APPLICABLE 

TO THE DC SFRA MAY BE INTERCEPTED, DETAINED AND INTERVIEWED BY 

LAW ENFORCEMENT/SECURITY PERSONNEL. ANY OF THE FOLLOWING 

ADDITIONAL ACTIONS MAY ALSO BE TAKEN AGAINST A PILOT WHO DOES 

NOT COMPLY WITH THE REQUIREMENTS OR ANY SPECIAL INSTRUCTIONS 

OR PROCEDURES ANNOUNCED IN THIS NOTAM: A) THE FAA MAY TAKE 

ADMINISTRATIVE ACTION, INCLUDING IMPOSING CIVIL PENALTIES AND THE 

SUSPENSION OR REVOCATION OF AIRMEN CERTIFICATES; B) THE UNITED 

STATES GOVERNMENT MAY PURSUE CRIMINAL CHARGES, INCLUDING 

CHARGES UNDER TITLE 49 OF THE UNITED STATES CODE, SECTION 46307; 

C) THE UNITED STATES GOVERNMENT MAY USE DEADLY FORCE AGAINST 

THE AIRBORNE AIRCRAFT, IF IT IS DETERMINED THAT THE AIRCRAFT POSES 

AN IMMINENT SECURITY THREAT.

...

A. THE FOLLOWING OPERATIONS ARE NOT AUTHORIZED WITHIN THE DC 

FRZ: FLIGHT TRAINING, AEROBATIC FLIGHT, PRACTICE INSTRUMENT 

APPROACHES, GLIDER OPERATIONS, PARACHUTE OPERATIONS, ULTRA 

LIGHT, HANG GLIDING, BALLOON OPERATIONS, TETHERED BALLOONS, 

AGRICULTURE/CROP DUSTING, ANIMAL POPULATION CONTROL FLIGHT 

OPERATIONS, BANNER TOWING OPERATIONS, MAINTENANCE TEST 

FLIGHTS, MODEL AIRCRAFT OPERATIONS, MODEL ROCKETRY, FLOAT 

PLANE OPERATIONS, UNMANNED AIRCRAFT SYSTEMS (UAS) AND 

AIRCRAFT/HELICOPTERS OPERATING FROM A SHIP OR

PRIVATE/CORPORATE YACHT. B. IT IS HIGHLY RECOMMENDED THAT A 

PILOT CONTINUOUSLY MONITOR VHF FREQUENCY 121.5 OR UHF 

FREQUENCY 243.0 FOR EMERGENCY INSTRUCTIONS WHEN OPERATING AN 

AIRCRAFT IN THE DC FRZ, EITHER IN AN AIRCRAFT THAT IS SUITABLY 

EQUIPPED, OR BY USE OF PORTABLE EQUIPMENT.

Avoidance of Power 

Plans Etc. (Applied to all 

Aircraft, including UAS)

FDC 4/0811 SPECIAL NOTICE. THIS IS A RESTATEMENT OF A PREVIOUSLY 

ISSUED ADVISORY NOTICE. IN THE INTEREST OF NATIONAL SECURITY AND 

TO THE EXTENT PRACTICABLE, PILOTS ARE STRONGLY ADVISED TO AVOID 

THE AIRSPACE ABOVE, OR IN PROXIMITY TO SUCH SITES AS POWER 

PLANTS (NUCLEAR, HYDRO-ELECTRIC, OR COAL), DAMS, REFINERIES, 

INDUSTRIAL COMPLEXES, MILITARY FACILITIES AND OTHER SIMILAR 

FACILITIES. PILOTS SHOULD NOT CIRCLE AS TO LOITER IN THE VICINITY 

OVER THESE TYPES OF FACILITIES.
11

Select Sporting Events FDC 4/3621 FDC SPECIAL SECURITY NOTICE. SPORTING EVENTS. THIS 

NOTAM REPLACES FDC NOTAM 9/5151 TO REFLECT A TSA WEBSITE UPDATE 

AND ADDITIONAL INFORMATION CONCERNING AIRSPACE WAIVERS. FLIGHT 

RESTRICTIONS IN THIS NOTAM COMPLY WITH STATUTORY MANDATES 

DETAILED IN SECTION 352 OF PUBLIC LAW 108-7 AS AMENDED BY SECTION 

521 OF PUBLIC LAW 108-199. PURSUANT TO 49 USC 40103(B), THE FEDERAL 

AVIATION ADMINISTRATION (FAA) CLASSIFIES THE AIRSPACE DEFINED IN 

THIS NOTAM AS 'NATIONAL DEFENSE AIRSPACE'. ANY PERSON WHO 

KNOWINGLY OR WILLFULLY VIOLATES THE RULES PERTAINING TO 

OPERATIONS IN THIS AIRSPACE MAY BE SUBJECT TO CERTAIN CRIMINAL 

PENALTIES UNDER 49 USC 46307. PILOTS WHO DO NOT ADHERE TO THE 

FOLLOWING PROCEDURES MAY BE INTERCEPTED, DETAINED AND 

INTERVIEWED BY LAW ENFORCEMENT/SECURITY PERSONNEL. PURSUANT 

TO 14 CFR SECTION 99.7, SPECIAL SECURITY INSTRUCTIONS, COMMENCING 

ONE HOUR BEFORE THE SCHEDULED TIME OF THE EVENT UNTIL ONE HOUR 

AFTER THE END OF THE EVENT. ALL AIRCRAFT OPERATIONS; INCLUDING 

PARACHUTE JUMPING, UNMANNED AIRCRAFT AND REMOTE CONTROLLED 

AIRCRAFT, ARE PROHIBITED WITHIN A 3 NMR UP TO AND INCLUDING 3000 FT 

AGL OF ANY STADIUM HAVING A SEATING CAPACITY OF 30,000 OR MORE 

PEOPLE WHERE EITHER A REGULAR OR POST SEASON MAJOR LEAGUE 

BASEBALL, NATIONAL FOOTBALL LEAGUE, OR NCAA DIVISION ONE 

FOOTBALL GAME IS OCCURRING. THIS NOTAM ALSO APPLIES TO NASCAR 

SPRINT CUP, INDY CAR, AND CHAMP SERIES RACES EXCLUDING 

QUALIFYING AND PRE-RACE EVENTS. FLIGHTS CONDUCTED FOR 

OPERATIONAL PURPOSES OF ANY EVENT, STADIUM OR VENUE AND 

BROADCAST COVERAGE FOR THE BROADCAST RIGHTS HOLDER ARE 

AUTHORIZED WITH AN APPROVED AIRSPACE WAIVER. AN FAA AIRSPACE 

WAIVER DOES NOT RELIEVE OPERATORS FROM OBTAINING ALL OTHER 

NECESSARY AUTHORIZATIONS AND COMPLYING WITH ALL APPLICABLE 

FEDERAL AVIATION REGULATIONS. THE RESTRICTIONS DESCRIBED ABOVE 

DO NOT APPLY TO THOSE AIRCRAFT AUTHORIZED BY AND IN CONTACT 

WITH ATC FOR OPERATIONAL OR SAFETY OF FLIGHT PURPOSES, 

DEPARTMENT OF DEFENSE, LAW ENFORCEMENT, AND AIR AMBULANCE 

FLIGHT OPERATIONS. ALL PREVIOUSLY ISSUED WAIVERS TO FDC NOTAM 

9/5151 REMAIN VALID UNTIL THE SPECIFIED END DATE BUT NOT TO EXCEED 

90 DAYS FOLLOWING THE EFFECTIVE DATE OF THIS NOTAM. INFORMATION 

ABOUT AIRSPACE WAIVER APPLICATIONS AND TSA SECURITY 

AUTHORIZATIONS CAN BE FOUND AT 

HTTP://WWW.TSA.GOV/STAKEHOLDERS/AIRSPACE-WAIVERS-0 OR BY 

CALLING TSA AT 571-227-2071. SUBMIT REQUESTS FOR FAA AIRSPACE 

WAIVERS AT HTTPS://WAIVERS.FAA.GOV
12

Disney Theme Parks FDC 4/XXXX ZZZ SECURITY SPECIAL NOTICE DISNEY WORLD THEME PARK 

ORLANDO FL THIS NOTAM REPLACES NOTAM 9/4985 TO REFLECT A TSA 

WEBSITE UPDATE AND ADDITIONAL INFORMATION CONCERNING AIRSPACE 

WAIVERS. FLIGHT RESTRICTIONS IN THIS NOTAM COMPLY WITH 

STATUTORY MANDATES DETAILED IN SECTION 352 OF PUBLIC LAW 108-7 AS 

AMENDED BY SECTION 521 OF PUBLIC LAW 108-199. PURSUANT TO 49 USC 

40103(B), THE FEDERAL AVIATION ADMINISTRATION (FAA) CLASSIFIES THE 

AIRSPACE DEFINED IN THIS NOTAM AS 'NATIONAL DEFENSE AIRSPACE'. ANY 

PERSON WHO KNOWINGLY OR WILLFULLY VIOLATES THE RULES 

PERTAINING TO OPERATIONS IN THIS AIRSPACE MAY BE SUBJECT TO 

CERTAIN CRIMINAL PENALTIES UNDER 49 USC 46307. PILOTS WHO DO NOT 

ADHERE TO THE FOLLOWING PROCEDURES MAY BE INTERCEPTED, 

DETAINED AND INTERVIEWED BY LAW ENFORCEMENT/SECURITY 

PERSONNEL. PURSUANT TO 14 CFR SECTION 99.7, SPECIAL SECURITY 

INSTRUCTIONS, ALL AIRCRAFT FLIGHT OPERATIONS TO INCLUDE 

UNMANNED AND REMOTE CONTROLLED AIRCRAFT ARE PROHIBITED WITHIN 

A 3 NMR OF 282445N/0813420W OR THE ORL238014.8 UP TO AND INCLUDING 

3000 FT AGL. THE RESTRICTIONS DO NOT APPLY TO THOSE AIRCRAFT 

AUTHORIZED BY AND IN CONTACT WITH ATC FOR OPERATIONAL OR SAFETY 

OF FLIGHT PURPOSES, AND DEPARTMENT OF DEFENSE, LAW 

ENFORCEMENT, AND AIR AMBULANCE FLIGHT OPERATIONS. FLIGHTS 

CONDUCTED FOR OPERATIONAL PURPOSES OF ANY DISNEY WORLD EVENT 

AND VENUE ARE AUTHORIZED WITH AN APPROVED WAIVER. AN FAA 

AIRSPACE WAIVER DOES NOT RELIEVE OPERATORS FROM OBTAINING ALL 

OTHER NECESSARY AUTHORIZATIONS AND COMPLYING WITH ALL 

APPLICABLE FEDERAL AVIATION REGULATIONS. ALL PREVIOUSLY ISSUED 

WAIVERS TO FDC NOTAM 4/4985 REMAIN VALID UNTIL THE SPECIFIED END 

DATE BUT NOT TO EXCEED 90 DAYS FOLLOWING THE EFFECTIVE DATE OF 

THIS NOTAM. INFORMATION ABOUT AIRSPACE WAIVER APPLICATIONS AND 

TSA SECURITY AUTHORIZATIONS CAN BE FOUND AT 

HTTP://WWW.TSA.GOV/STAKEHOLDERS/AIRSPACE-WAIVERS-0 OR BY 

CALLING TSA AT 571-227-2071. SUBMIT REQUESTS FOR FAA AIRSPACE 

WAIVERS AT HTTPS://WAIVERS.FAA.GOV
13

Attachment B.

Facility States Office E-mail

Western ROC 

AK, AZ, CA, CO, HI, ID, 

MT, NV, OR, UT, WA and 

WY

425-227-1999 9-WSA-OPSCTR@faa.gov

Central ROC 

AR, IA, IL, IN, KS, LA, MI, 

MN, MO, ND, NE, NM, OH, 

OK, SD, TX and WI

817-222-5006 9-CSA-ROC@faa.gov

Southern / New 

England ROC 

AL, CT, FL, GA, KY, MA, 

ME, MS, NC, NH, PR, RI, 

SC, TN, VI and VT

404-305-5156 9-ASO-ROC@faa.gov

Eastern ROC DC, DE, MD, NJ, NY, PA, 

VA and WV 718-553-3100 7-AEA-ROC@faa.gov

Washington WOC 202-267-3333 9-awa-ash-woc@faa.gov
14

Attachment C