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presented in the
Recommendations Report, favoring instead a weight-based threshold for applicability, with
remote identification and tracking requirements applying to any UAS or
model aircraft weighing
66
250 grams or more. These members also argued that there should be no
exemption from the
remote identification and tracking requirements for unmanned aircraft
operated in compliance
with part 101 (i.e., model aircraft).47
2. Method to Provide Remote ID and Tracking Information
The ARC recommended two methods for UAS to provide remote
identification and
tracking information: (1) direct broadcast; and (2) network publishing
to an FAA-approved
internet-based database. With regard to direct broadcast capabilities,
the ARC recommended the
FAA adopt an industry standard for data transmission, which may need
to be created, to ensure
unmanned aircraft equipment and public safety receivers are
interoperable, as public safety
officials may not be able to equip with receivers for all possible
direct broadcast technologies.
With regard to network publishing, the ARC recommended that
information held by Third Party
Providers (TPP) or UAS Service Suppliers (USS) be governed by
restrictive use conditions
imposed on the TPP/USS related to the use and dissemination of any
data and information
collected.
3. Tiered Approach to Remote ID and Tracking Requirements
The ARC recommended the following tiered approach to direct broadcast
and network
publishing requirements:
? Tier 1 – Direct broadcast (locally) or Network publish: UAS in this
tier would be
required to direct broadcast both ID and tracking information so that
any compatible
receiver nearby can receive and decode the ID and tracking data. If a
network is

47 Section 336 of Public Law 112-95, the underlying authority for 14
CFR part 101 Subpart E- Special Rule for
Model Aircraft, was repealed by section 349 of the FAA Reauthorization
Act of 2018, Public Law 115-254.
67
available, network publishing to an FAA-approved internet-based
database satisfies
this requirement. A UAS would fall into Tier 1 if it does not qualify
for an exemption
from remote identification and tracking requirements (exempt UAS are
referred to as
Tier 0) and does not meet the conditions for Tier 2 or Tier 3. For
example UAS
conducting most part 107 operations would fit into Tier 1.
? Tier 2 – Direct broadcast (locally) and Network publish: UAS in this
tier would be
required to broadcast (locally) ID and tracking data and network
publish ID and
tracking data to an FAA-approved internet-based database. An example
of UAS that
may fall into Tier 2 would be UAS that are conducting waivered
operations that
deviate from certain part 107 operating rules, and where the FAA
determines that Tier
2 ID and tracking are required as a condition of the waiver.
? Tier 3 – Flight under part 91 rules: UAS in this tier would have to
adhere to the rules
of manned aircraft as defined in 14 CFR part 91. This tier is intended
for aircraft that
are integrated into the manned aircraft airspace. An example of UAS
that may fall
into Tier 3 are those whose unmanned aircraft weighs above 55 pounds
and operating
BVLOS, in IFR conditions, or operating in controlled airspace.
4. Stages of Implementation of Remote ID and Tracking Rule
The ARC recommended the following three stages for implementing a
remote
identification and tracking rule:
? Pre-rule – Broaden UAS safety education efforts and continue the UAS detection
pathway research with industry stakeholders.
68
? Before final rule is enacted – Work to scope standards needed to
enable direct
broadcast and network publishing technologies for implementing the
remote
identification and tracking requirement on new equipment and existing equipment;
ensure that standards for ID and tracking technology move forward at a
rapid pace;
and work closely with industry stakeholders on developing the ideal architecture for
the PII System.48
? After final rule enacted – Allow a reasonable grace period to carry
out retrofit of UAS
manufactured and sold within the United States before the final rule
(with grace
period ending) when retrofit options are inexpensive and easy to
implement.49
5. Minimum Data Requirements for Remote ID and Tracking
The ARC recommended a set of minimum data requirements for remote identification
and tracking of UAS. Under the ARC’s recommendation, availability of
the following types of
data related to the unmanned aircraft or associated control station
would be required: (1) unique
identifier of the unmanned aircraft; (2) tracking information for the
UAS; and (3) identifying
information of the UAS owner and remote pilot. Availability of the
following types of data
related to the unmanned aircraft or associated control station would
be optional: (1) mission type;
(2) route data; and (3) operating status of the unmanned aircraft. The
ARC also recommended
that the specific data elements to be provided by the UAS operator
should vary depending on the
nature of the operation. Finally, the ARC recommended that some data
elements be provided

48 The ARC report defines “PII System” as follows: “PII System
includes processes and technology (direct
broadcast or network publishing) that enables approved users to
associate UAS ID with the FAA System of Records.
This system would include the database where remote
pilot/owner/operator PII [personally identifiable information]
is housed for access by authorized users.”
49 The FAA notes that the ARC only discussed establishing a grace
period for implementation of remote
identification. The ARC did not discuss or address grandfathering of
existing UAS.
69
prior to flight (e.g., via the internet), while other data elements be
provided in real-time while the
UAS is in flight.
6. ATC Interoperability
With respect to ATC interoperability with the remote identification
and tracking system,
the ARC recommended the following:
? The FAA should identify whether BVLOS operations would routinely
occur without
an IFR flight plan, and if so, under what operational conditions.
? Any proposal for using ADS-B frequencies in the solution for UAS ID
and tracking
would have to be analyzed for the impact on the performance of current
and future
Secondary Surveillance Radar (SSR), Airborne Collision Avoidance
System (ACAS),
and ADS-B.
? The UAS ID and tracking system should interoperate with the ATC
automation such
that target information from the ID and tracking ground system,
including ID and
position, can be passed to ATC automation.
? FAA automation should by default filter out UAS ID and tracking
system targets
from the ATC display that fall outside of adapted airspace deemed to
be of interest to
ATC.
? FAA automation and the UAS ID and tracking system should be able to
display
designated UAS targets of interest to ATC personnel.
7. Airports and Critical Infrastructure
The ARC recommended the FAA do the following related to airports and
critical
infrastructure:
70
? Incorporate implementation costs of critical infrastructure
facilities into rulemaking
analysis.
? Identify an approach and timeline to designating approved
technologies for airports
and critical infrastructure facilities, and address any legal barriers
to implementing
approved technologies.
? Provide guidance to airports on any impact or interference to safe
airport operations
including how UAS ID and tracking may impact definition of UAS
Facility Maps,
security procedures, and risk assessments of UAS operations.
8. Related Issues
Finally, the ARC identified related issues it determined could have an
impact on the
implementation of effective UAS ID and tracking solutions, and
recommended the following for
FAA’s consideration:
? Access to data related to direct broadcast and network publishing –
The FAA should
implement three levels of access to the information that is either
broadcast or
captured and contained in the appropriate database: (1) information
available to the
public (the unmanned aircraft unique identifier); (2) information
available to
designated public safety and airspace management officials (personally identifiable
information (PII)); and (3) information available to the FAA and
certain identified
Federal, State, and local agencies (all relevant tracking data).
? PII – The United States government should be the sole keeper of any
PII collected or
submitted in connection with new UAS ID and tracking requirements.
71
? Governmental UAS Operations – The remote identification and tracking
system
should include reasonable accommodations to protect the operational
security of
certain governmental UAS operations.
B. FAA Response to ARC Report
The ARC was tasked with considering both identification and tracking
of UAS; however,
the ARC did not provide any specific recommendations related to
tracking of UAS. The FAA
has developed this proposed rule to require only the identification of
UAS. Although the FAA is
not proposing any requirements related to the use of remote
identification information for
tracking UAS, the FAA acknowledges that third parties could
potentially track UAS operations
in the airspace of the United States by developing systems that use
information provided to
Remote ID USS or through broadcasts. Similar third party applications
exist today, such as
FlightAware and Flightradar24, that track and display information
about manned aircraft
operations in the airspace of the United States.
Although there was general agreement that certain UAS operations
should be excluded
from a remote identification requirement, the ARC did not reach
consensus on the applicability
of such a requirement. The ARC’s two recommended approaches would have
provided for
significant numbers of UAS without remote identification.50 The FAA
believes that there is a

50 The ARC recommended the following options:
Option 1:
Except for those members who strongly favor a weight-based threshold
for applicability and those members who
strongly oppose an exemption for model aircraft operated in compliance
with 14 CFR part 101…, the ARC
recommends that all UAS be required to comply with remote ID and
tracking requirements except under the
following circumstances:
1. The unmanned aircraft is operated within visual line of sight of
the remote pilot and is not designed to have the
capability of flying beyond 400’ of the remote pilot.
2. The unmanned aircraft is operated in compliance with 14 CFR part
101, unless the unmanned aircraft:
72
need to identify as many UAS as possible because a comprehensive
approach increases the
usefulness of a remote identification system. Moreover, some of the
ARC’s applicability
recommendation hinged on whether the UAS in question would have
certain sensor capabilities.
After consideration, the FAA determined that the sensor capabilities
of a particular UAS should
not be a factor in determining whether the aircraft should have remote identification. UAS
without sensor capabilities can still be operated in a manner that may
pose a threat to public
safety, national security, and the safety and efficiency of the
airspace of the United States and
therefore the FAA determined that this recommendation would not meet
the objective of this
proposed rule. Accordingly, the FAA is proposing that the majority of
UAS should have remote
identification, regardless of the sensors installed on the unmanned
aircraft. However, the FAA
acknowledges that remote identification is not necessary for certain
UAS operations conducted
in an FAA-recognized identification area.

a. Is equipped with advanced flight systems technologies that enable
the aircraft to navigate from one point to
another without continuous input and direction from the remote pilot.
b. Is equipped with a real-time downlinked remote sensor that provides
the remote pilot the capability of navigating
the aircraft beyond visual line of sight of the remote pilot.
3. The UAS is operated under ATC and contains the equipment associated
with such operations (including ADS-B,
transponder, and communication with ATC).
4. The UAS operation is exempt from ID and tracking requirements by
the FAA (e.g., for the purposes of law
enforcement, security or defense, or under an FAA waiver).
Option 2:
Except for those members who strongly favor a weight-based threshold
for applicability…, the ARC recommends
UAS with either of the following characteristics must comply with
remote ID and tracking requirements:
1. Ability of the aircraft to navigate between more than one point
without direct and active control of the pilot.
2. Range from control station greater than 400’ and real-time remotely
viewable sensor.
The ARC further recommends that UAS operating under the following
circumstances be exempt from the remote ID
and tracking requirement:
• The UAS is operated under ATC and contains the equipment associated
with such operations (including ADS-B,
transponder, and communication with ATC).
• The UAS operation is exempt from ID and tracking requirements by the
FAA (e.g., for the purposes of law
enforcement, security or defense, or under an FAA waiver).
73
The FAA acknowledges the dissenting opinion within the ARC regarding
using weight as
the sole determinant of whether an unmanned aircraft should be
required to have remote
identification. While an exclusion to any remote identification
requirement based on weight or
operational performance could make sense from a law enforcement and
security perspective, the
same cannot be said from the perspective of the overall safety of the
airspace of the United
States. Because remote identification could be used in the near term
to provide situational
awareness, and because remote identification would ultimately be a
foundational element of a
UTM system, it is important for most UAS operated in the airspace of
the United States to
comply with the remote identification requirements.
The FAA does not believe that weight alone should be the determining
factor for whether
a UAS is required to comply with remote identification. UAS may be
used in a wide variety of
types of operations that may present a range of safety and security
risks, regardless of the weight
of the unmanned aircraft. The FAA believes that the remote
identification requirement should be
tied to the unmanned aircraft registration requirement because the
FAA, national security
agencies, and law enforcement agencies have a need to correlate remote identification and
registration data. If an unmanned aircraft is required to be
registered, or its owner chooses to
register the unmanned aircraft, then the UAS would have to comply with
remote identification.
Accordingly, under current regulations unmanned aircraft weighing less
than 0.55 pounds would
not be required to comply with the remote identification requirements
unless they are registered
under part 47 or part 48 (e.g., to comply with the operating
requirements of part 91 or part 107).
Changes to the registration requirements in part 47 or part 48 (e.g.,
to require unmanned aircraft
weighting less than 0.55 pounds to register) would have a direct
impact on which UAS would
have to comply with remote identification.
74
The FAA does not agree with the recommendation that model aircraft,
referred to
throughout this proposal as limited recreational operations for
consistency with 49 U.S.C. 44809,
should be excluded from the remote identification requirements.
Unmanned aircraft used in
limited recreational operations required to register under part 47 or
part 48 would be subject to
the proposed remote identification requirement. The agency is,
however, proposing a means for
such aircraft to operate without remote identification equipment.
Under the proposed rule, UAS
would be permitted to operate without remote identification equipment
if they are operated
within visual line of sight and within an FAA-recognized
identification area.
The FAA agrees with the ARC’s recommendation for the methods of
transmission for the
remote identification message elements. The FAA agrees that requiring
the broadcasting of
messages directly from the unmanned aircraft and the transmission of
messages over the internet
is an appropriate approach because it provides a more complete picture
of unmanned aircraft in
the airspace of the United States. Moreover, this would support the
development of UTM. Thus,
the FAA proposes to require both the broadcast of the message elements
and their transmission
through the internet to a Remote ID USS for standard remote
identification UAS.
Regarding the ARC’s recommendation for a tiered approach for remote identification, the
FAA agrees that some UAS, depending on their capabilities, may meet
the intent of this
proposed rule by only transmitting through the internet to a Remote ID
USS. To accommodate
these types of UAS, the FAA is proposing that a limited remote
identification unmanned aircraft
that is designed to operate no more than 400 feet from its control
station be required to transmit
information regarding the control station only. Standard remote
identification UAS would be
required to broadcast and transmit the remote identification message
elements for both the
unmanned aircraft and the control station.
75
The ARC identified a range of 400 feet as the maximum distance that an
unmanned
aircraft could be operated from its control station where a law
enforcement officer could
reasonably locate and identify the operator of the unmanned aircraft
by visual means only. The
FAA agrees with the ARC determination that 400 feet is a reasonable
distance for visually
associating an unmanned aircraft with the location of its control
station, and has included a
400-foot range limitation in the requirements for limited remote
identification UAS.
The FAA agrees with some of the ARC’s recommendations related to the transmission of
message elements. Specifically, the FAA agrees that a unique
identifier should be broadcast or
transmitted, as appropriate, and be part of the unmanned aircraft’s
Certificate of Aircraft
Registration. The FAA also agrees that the location of the unmanned
aircraft and the control
station should be broadcast or transmitted, as appropriate. However,
the FAA is not proposing
for the identity of the owner of the UAS to be included in the message elements, because the
message elements would generally be available to the public. The
message elements that the
FAA is proposing are the minimum necessary to achieve the FAA’s safety
and security goals
while avoiding potential privacy concerns. UAS owner information would
still be available to
the FAA and law enforcement because the FAA would retain the ability
to correlate the
unmanned aircraft’s unique identifier with the unmanned aircraft’s
registration information.
The ARC also recommended a number of message elements that could be
optionally
transmitted. The FAA concurs with the ARC’s recommendation to include
the emergency status
of the UAS, which could include lost-link or downed aircraft, as part
of the remote identification
message elements, and therefore proposes to include it as a
requirement of the proposed rule.
This proposed rule does not preclude broadcasting or transmitting
information, as appropriate in
76
addition to the minimum required message elements, although any
additional message elements
would have to be incorporated as a part of an FAA-accepted means of
compliance.
The FAA disagrees with the ARC’s recommendation that the identifying information
required to be transmitted would be based on the type of operation.
The FAA believes that all of
the message elements proposed should be broadcast or transmitted, as appropriate, by a UAS
from takeoff to landing, regardless of the type of operation being
conducted. By requiring the
broadcast or transmission, as appropriate, of all message elements
from takeoff to landing, the
FAA is able to garner basic remote identification information that
contributes to the development
and operation of comprehensive UTM and ultimately enhances the safety
and security of the
airspace of the United States.
The FAA agrees with the ARC that the UAS operator should be
responsible for ensuring
that his or her UAS complies with the remote identification
requirements. Ultimately, it would be
the operator’s responsibility to operate in compliance. That said, the
FAA understands that
responsibility for meeting UAS design and production requirements
should not fall on UAS
operators. Accordingly, the FAA is proposing requirements for UAS
producers to ensure that
UAS are designed and produced in a way that ensures reliable
functionality of the remote
identification equipment with minimal additional responsibilities for
the UAS operator.
The FAA concurs with the ARC’s recommendation that manufacturers label
UAS to
indicate that they comply with the requirements being proposed in this
rule, and is proposing that
all producers of standard remote identification UAS and limited remote identification UAS label
their unmanned aircraft accordingly. The FAA believes that a labeling requirement would
77
communicate to prospective operators, after-market purchasers, law
enforcement, and other
persons whether a UAS complies with the remote identification
requirements.
51
VII. Terms Used in this Proposed Rule
The FAA is proposing to define a number of new terms to facilitate the implementation
of remote identification of UAS.
In part 1, definitions and abbreviations, the FAA is proposing to add definitions of
unmanned aircraft system, unmanned aircraft system service supplier,
and visual line of sight to
§ 1.1.
The FAA is proposing that unmanned aircraft system (UAS) means an
unmanned aircraft
and its associated elements (including communication links and the
components that control the
unmanned aircraft) that are required for the safe and efficient
operation of the unmanned aircraft
in the airspace of the United States.
The FAA is proposing that unmanned aircraft system service supplier
means a person
qualified by the Administrator to provide aviation-related services to
unmanned aircraft systems.
The FAA is proposing that visual line of sight means the ability of a
person manipulating
the flight controls of the unmanned aircraft or a visual observer (if
one is used) to see the
unmanned aircraft throughout the entire flight with vision that is
unaided by any device other
than corrective lenses.

51 In addition to the ARC feedback, during the development of this
NPRM, the FAA received two letters specific to
remote identification of UAS, one from the Academy of Model
Aeronautics and the other from the Small UAV
Coalition. Both letters provided their respective organizations’ views
on the policies that the FAA should propose in
this rule. Neither of these letters were considered in the development
of this rule. Both letters have been placed in
the docket for this rulemaking.
78
The FAA recognizes that the term visual line of sight is already used
in part 107. The
term is specifically described in § 107.31(a). However, the FAA
believes that providing a
definition in § 1.1 would ensure that the term is used consistently
throughout all FAA
regulations. Therefore, the FAA is proposing to use the description of
visual line of sight
contained in § 107.31, without the part 107-specific regulatory
requirements, as the basis for the
definition of the term visual line of sight in § 1.1.
52 To account for the use of the term in
proposed part 89 and the potential use of the term in other parts of
14 CFR, the FAA is proposing
to include a slightly modified version of the description used in part
107. Part 107 remote pilots
and visual observers would still be bound by the specific provisions
of § 107.31 absent a waiver.
In § 1.2, abbreviations and symbols, the FAA is proposing to add the abbreviation USS to
mean an Unmanned Aircraft System Service Supplier.
The FAA is proposing to add a new part 89, Remote Identification of
Unmanned Aircraft
Systems, to title 14, chapter I, subchapter F, Air Traffic and General Operating Rules. In part 89,
§ 89.1, the FAA is proposing to include the following definitions: Amateur-built unmanned aircraft system means an unmanned aircraft
system the major
portion of which has been fabricated and assembled by a person who
undertook the construction
project solely for their own education or recreation.53

52 In relevant part, 14 CFR 107.31(a) describes visual line of sight
as with vision that is unaided by any device other
than corrective lenses, the remote pilot in command, the visual
observer (if one is used), and the person
manipulating the flight control of the small unmanned aircraft system
must be able to see the unmanned aircraft
throughout the entire flight in order to: (1) Know the unmanned
aircraft's location; (2) Determine the unmanned
aircraft's attitude, altitude, and direction of flight; (3) Observe
the airspace for other air traffic or hazards; and (4)
Determine that the unmanned aircraft does not endanger the life or
property of another.
53 As currently proposed, amateur-built UAS would not include unmanned
aircraft kits where the majority of parts
of the UAS are provided to the operator as a part of the sold product.
79
Broadcast means to send information from an unmanned aircraft using
radio frequency
spectrum.
Remote ID USS means a USS qualified by the Administrator to provide
remote
identification services.
VIII. Applicability of Remote Identification Requirements
The FAA is proposing to require a new set of technologies, systems,
and guidelines for
the remote identification of UAS. The proposal includes requirements
that apply to operators of
UAS, requirements for the development of means of compliance, and
requirements that apply to
designers and producers of UAS.
The FAA is proposing to add a new part 89, Remote Identification of
Unmanned Aircraft
Systems, to 14 CFR, chapter I, subchapter F, Air Traffic and General
Operating Rules. The
operating requirements in subpart B of part 89 would apply to persons
operating unmanned
aircraft registered or required to be registered under part 47 or part
48. The FAA is proposing to
tie the remote identification requirements to the registration
requirements because the remote
identification data broadcast or transmitted from a UAS is meant to be correlated to the
registration data of such UAS. To facilitate the correlation of data,
the FAA proposes certain
changes to the registration requirements in parts 47 and 48, which are discussed in section IX of
this preamble. Specifically, the FAA proposes to revise part 48 to
require the individual
registration of unmanned aircraft.54 The FAA also proposes to require
that all registrations of
unmanned aircraft with remote identification include the serial number
assigned by the producer

54 Currently, 14 CFR part 48 allows owners with UAS operated for
limited recreational purposes to register multiple
unmanned aircraft under a single registration number.
80
of the unmanned aircraft. The serial number would be used to provide a
unique identity to each
unmanned aircraft for remote identification purposes.
The operating requirements of the proposed rule would also apply to
persons operating
foreign civil unmanned aircraft in the United States and to persons
operating UAS exclusively
within FAA-recognized identification areas. The operating requirements
of the proposed rule
would not apply to aircraft of the Armed Forces of the United States
because these aircraft are
not required to be registered under part 47 or part 48.
The design and production requirements in subpart F of proposed part
89 would apply to
persons responsible for the design and production of UAS produced for
operation in the United
States. The design and production requirements would not, however,
apply to the following
UAS, unless they are intentionally produced with remote identification
(i.e., a standard remote
identification UAS or limited remote identification UAS):
amateur-built UAS and UAS of the
United States Government. Producers of UAS weighing less than 0.55
pounds (current weight
threshold for requirement to register) may, but would not be required
to, comply with the
proposed remote identification design and production requirements.
The FAA anticipates that industry stakeholders would develop means of compliance
(which may include consensus standards) that UAS designers and
producers would use to
comply with the requirements of this proposed rule. Any person or
entity could submit a means
of compliance for acceptance by the FAA if it meets the requirements
in subpart D of proposed
part 89.
81
IX. Changes to Registration Requirements
Under the proposed rule, persons operating unmanned aircraft
registered or required to be
registered under part 47 or part 48, would have to comply with the
remote identification
requirements of proposed part 89. The FAA is proposing to tie the
remote identification
requirements to the registration of unmanned aircraft because the FAA
and law enforcement
agencies need the ability to correlate remote identification
information with registration data to
obtain more complete information regarding the ownership of unmanned
aircraft flying in the
airspace of the United States. Aircraft registration requirements are
the foundation for both
identifying aircraft and for promoting accountability and the safe and efficient use of the airspace
of the United States by both manned and unmanned aircraft. With
limited exceptions, all aircraft
are required to be registered under part 47 or part 48; therefore,
nearly all UAS operating in the
airspace of the United States would have to comply with the remote identification requirements,
thereby enhancing the overall safety and efficiency of the airspace of
the United States.
Parts 47 and 48 of title 14 of the Code of Federal Regulations
implement the registration
requirements codified in 49 U.S.C. 44101-44103. Additional statutory requirements address the
registration of unmanned aircraft; specifically, 49 U.S.C. 44809(a)(8)
requires unmanned aircraft
used in limited recreational operations to be registered and marked in accordance with chapter
441 of Title 49 of the United States Code. Furthermore, under 49
U.S.C. 44809(f), the
Administrator is not prohibited from promulgating rules relating to
the registration and marking
of unmanned aircraft including unmanned aircraft used in limited
recreational operations.55

55 Section 336 of Public Law 112-95, which prohibited the FAA from
implementing new regulations on certain
recreational UAS operations, was repealed by section 349 of the FAA Reauthorization Act of 2018, Public Law 115-
254.
82
Under the current registration requirements, no person may operate an
unmanned aircraft
in the airspace of the United States unless it has been registered by
its owner pursuant to part 47
or part 48, or unless the aircraft is excepted from registration.
There are two exceptions to the
registration requirements for unmanned aircraft: (1) unmanned aircraft
of the Armed Forces of
the United States; and (2) most unmanned aircraft weighing 0.55 pounds
or less on takeoff,
including everything that is on board or otherwise attached to the
aircraft. Small unmanned
aircraft operating under 14 CFR part 91 and part 107 are required to
register under part 47 or
part 48 regardless of weight.
A. Registration under Part 47
Registration under part 47 is required for:
(1) unmanned aircraft weighing 55 pounds or more;
(2) small unmanned aircraft intended to be operated outside of the
territorial airspace of
the United States; and
(3) small unmanned aircraft registered through a trust or voting trust
(e.g., to meet U.S.
citizenship requirements).
Registration under part 47 is available for:
(1) any unmanned aircraft (including small unmanned aircraft) that
needs – or desires –
an N-number registration (e.g., to operate outside the United States);
or
(2) when public recording is needed for unmanned aircraft-related
loans, leases, or
ownership documents.
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