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USS retain the remote identification message elements for no more or
less than six months from
the date of receiving the message elements. For enforcement actions
against certificate holders
under 49 U.S.C. 44709, the Administrator has six months to notify the respondent that the FAA
will be pursuing enforcement action against him or her pursuant to 49
CFR 821.33. The FAA
believes that a six-month retention period is the minimum amount of
time the FAA needs to
access the remote identification message elements from the Remote ID
USS. Additionally, the
FAA believes that six months represents a balance between security and
law enforcement
purposes on the one hand and privacy interests on the other. The FAA
requests comments on
170
whether six months should be the period for retention of the remote identification message
elements by Remote ID USS.
One critical element of implementing remote identification would be
the establishment of
a cooperative data exchange mechanism between the FAA and Remote ID
USS. On
December 20, 2018, the FAA issued a Request for Information (RFI),
seeking industry
participation in developing remote identification information
technology applications and
informing the Remote ID USS technical terms and conditions.
75 Working with an industry group
selected through the RFI, the FAA intends to establish the
technological interfaces between
Remote ID USS and the FAA, and demonstrate and evaluate a prototype
remote identification
capability. The FAA anticipates that Remote ID USS will be available
to the public by the
effective date of the final rule.
C. Data Privacy and Information Security
The remote identification message elements that operators would be
required to transmit
to a Remote ID USS under this rule would be considered publicly
accessible information.
However, the FAA recognizes the need for privacy of other information
that may be voluntarily
provided to a Remote ID USS by an operator, particularly where an
operator would use the
Remote ID USS for other value-added services. The FAA would not have
access to information
collected by Remote ID USS other than the remote identification
information required by this
rule.

75 The FAA UAS Remote Identification Request for Information (RFI),
issued December 20, 2018 and amended
January 31, 2019 is available at https://faaco.faa.gov/index.cfm/announcement/view/32514.
171
The MOA signed by Remote ID USS would require it to agree to privacy protections of
any data that the Remote ID USS would not have received but for its qualification as a Remote
ID USS. This data would include personally identifiable information
received from operators.
The FAA expects that the MOA would require user permission for any
data sharing or additional
information gathered by the Remote ID USS. Prospective Remote ID USS
would also be
reviewed for consistency with national security and cybersecurity
requirements and export
administration regulations.
The remote identification message elements transmitted by a standard
remote
identification UAS or limited remote identification UAS to a Remote ID
USS may be available
to the general public. Remote ID USS would be required to provide to
the public, for no cost, the
UAS Identification message element, either the UAS serial number or
session ID. At this time,
the FAA does not intend to make registration data held under 14 CFR
part 48 available to
Remote ID USS or the general public. The FAA would provide
registration data associated with
a particular serial number or session ID only to law enforcement or
the Federal Government. The
FAA welcomes comments on whether it should provide some fields in the registration database
to some or all Remote ID USS for use by law enforcement or the Federal Government.
For standard remote identification UAS, in addition to transmitting
the message elements
to the Remote ID USS, the unmanned aircraft would broadcast the
message elements using radio
frequency spectrum in accordance with 47 CFR part 15 that is
compatible with personal wireless
devices. This means that any of the message elements that are
broadcast directly from the
unmanned aircraft could be received by commonly available consumer
cellular phone, tablet, or
other wireless device capable of receiving that broadcast. Therefore,
any message element that is
broadcast would be publicly available.
172
All FAA information systems are bound by the security standards found
in
FAA Order 1370.121, FAA Information Security and Privacy Program &
Policy. This order
defines the minimum standards for data encryption, privacy protection,
and cybersecurity
controls. To address the security of information maintained by third
party systems (e.g., USS
information systems), the FAA would adopt National Institute of
Standards and Technology
(NIST) standards to ensure compliance with their requirements and
guidelines where appropriate
and would include them in the technical parameters required by the
MOA. The Remote ID USS
and UAS producers would be responsible for ensuring that UAS remote identification data and
connections would be protected against cyber-attacks.
XV. FAA-Recognized Identification Areas
The FAA is proposing a means for UAS that do not meet the requirements
of standard
remote identification UAS under § 89.110 or limited remote
identification UAS under § 89.115
to comply with the intent of this rule. In § 89.120, the FAA is
proposing to allow UAS to operate
without remote identification equipment if they do so within visual
line of sight and within
certain defined geographic areas approved by the FAA, called
FAA-recognized identification
areas. For UAS not equipped with Remote ID, the way to identify and
comply with the intent of
the remote identification rule is to operate within the FAA-recognized identification areas. The
intent is to minimize the regulatory burden for operators of UAS that
do not have remote
identification equipment, while still meeting the intent of the rule.
This proposal would not
preclude UAS with remote identification from operating in or
transiting the airspace over FAArecognized identification areas; it
would simply limit UAS with no remote identification
equipment from operating anywhere else.
173
UAS with remote identification equipment that operate in or transit
the airspace over
FAA-recognized identification areas would be required to comply with
the applicable remote
identification requirements in § 89.105(a) for standard remote
identification UAS or § 89.105(b)
for limited remote identification UAS. Some UAS manufacturers may
offer an option to modify
a UAS originally manufactured without remote identification to become
compliant with the
requirements for a standard remote identification UAS or limited
remote identification UAS. For
example, a UAS manufacturer may offer a software update that would
turn the UAS into a
standard or limited remote identification UAS. A UAS that is modified
to have remote
identification capability must remotely identify throughout its
operation, regardless of where it is
operated. This means that the operator of a modified UAS would have to
follow the requirements
for remotely identifying everywhere, even when flying at
FAA-recognized identification areas,
including transmitting to a Remote ID USS. Operators of modified UAS
would be required to
subscribe to a Remote ID USS to operate anywhere where internet
connectivity is available,
including within an FAA-recognized identification area. The FAA seeks
comments on this
requirement.
The FAA recognizes that UAS flying sites exist today without a
significant impact on
aviation safety. As proposed in § 89.205, only a community based
organization (CBO)
recognized by the Administrator would be eligible to apply for the establishment of a flying site
as an FAA-recognized identification area to enable operations of UAS
without remote
identification within those areas. For clarification purposes, the
concept of FAA-recognized
identification areas proposed in this rule is different and
independent from the fixed-site concept
in 49 U.S.C. 44809(c)(1) and a fixed site would not automatically be
approved as an FAArecognized identification area.
174
The FAA would maintain a list of FAA-recognized identification areas
at
https://www.faa.gov. The location of FAA-recognized identification
areas would be made
available to the public to: (1) advise UAS operators of where
operations of UAS without remote
identification are permitted; (2) advise both manned and unmanned
aircraft operators of where
operations of UAS without remote identification are taking place; and
(3) inform security and
law enforcement agencies of where operations of UAS without remote identification are taking
place. Operators of UAS with remote identification would be able to
avoid these locations if they
prefer to operate in areas where there are no UAS without remote identification. Law
enforcement and security personnel would be able to identify if a
suspect UAS has remote
identification and, if not, determine if it is legally operating
within an FAA-recognized
identification area.
The FAA is proposing to accept applications for FAA-recognized
identification areas
within 12 calendar months of the effective date of a final rule. At
the end of that 12-month
period, no new applications for FAA-recognized identification areas
would be accepted. After
that date, the number of FAA-recognized identification areas could
therefore only remain the
same or decrease. Over time, the FAA anticipates that most UAS without
remote identification
will reach the end of their useful lives or be phased out. As these
numbers dwindle, and as
compliance with remote identification requirements becomes cheaper and
easier, the number of
UAS that need to operate only at FAA-recognized identification areas
would likely drop
significantly.
Operating within FAA-recognized identification areas would not provide
relief from
other applicable Federal, State, or local laws, ordinances, or
regulations, nor would they provide
any authorization to operate. Operators would remain obligated to
comply with all relevant
175
requirements. The FAA is not proposing any additional or specific
operating rules for operations
within the bounds of FAA-recognized identification areas.
A. Eligibility
The FAA proposes in § 89.205 to only allow a CBO recognized by the Administrator to
apply for the establishment of an FAA-recognized identification area.
For purposes of this rule, a
CBO shall have the meaning ascribed to the term in 49 U.S.C. 44809.76
Persons requesting the establishment of an FAA-recognized
identification area would do
so using an online process. The FAA is currently working on Advisory
Circular (AC) 91-57C,
Unmanned Aircraft Systems – Recreational Operating Standards, which,
among other things,
provides the process by which the FAA will recognize an organization
as a Community Based
Organization (CBO). The matters addressed in AC 91-57C directly relate
to areas beyond remote
identification of unmanned aircraft systems (e.g., limited
recreational operations of unmanned
aircraft) so the FAA intends to publish AC 91-57C in an independent
docket for public comment
and expects to finalize it prior to the publication of the final rule
that follows this notice of
proposed rulemaking. One person would be permitted to request multiple
sites be established,
provided that person could demonstrate that he or she has the
authority to request establishment
on behalf of each site.

76 49 U.S.C. 44809 defines a “community based organization” as a membership-based association entity that-- (1) is
described in section 501(c)(3) of the Internal Revenue Code of 1986;
(2) is exempt from tax under section 501(a) of
the Internal Revenue Code of 1986; (3) the mission of which is
demonstrably the furtherance of model aviation; (4)
provides a comprehensive set of safety guidelines for all aspects of
model aviation addressing the assembly and
operation of model aircraft and that emphasize safe aeromodelling
operations within the national airspace system
and the protection and safety of individuals and property on the
ground, and may provide a comprehensive set of
safety rules and programming for the operation of unmanned aircraft
that have the advanced flight capabilities
enabling active, sustained, and controlled navigation of the aircraft
beyond visual line of sight of the operator; (5)
provides programming and support for any local charter organizations, affiliates, or clubs; and (6) provides
assistance and support in the development and operation of locally
designated model aircraft flying sites.
176
B. Process to Request an FAA-Recognized Identification Area
Under the proposed § 89.210, a request to establish an FAA-recognized identification
area would have to be submitted within 12 calendar months from the
effective date of a final rule
and would have to include certain specified information, including at
a minimum:
? The name of the CBO requesting the FAA-recognized identification
area.
? A declaration that the person making the request has the authority
to act on behalf of
the CBO.
? The name and contact information of the primary point of contact for communications with the FAA.
? The physical address of the proposed FAA-recognized identification
area.
? The latitude and longitude coordinates delineating the geographic
boundaries of the
proposed FAA-recognized identification area.
? If applicable, a copy of any existing letter of agreement regarding
the flying site.
77
The process to request establishment of an FAA-recognized
identification area would
include an FAA review of each application to verify safety, security,
and eligibility criteria are
met. The FAA could require additional information or documentation, as
needed, to supplement
the request for establishment of an FAA-recognized identification
area. Under § 89.215, the
Administrator may take into consideration the following matters when
reviewing a request for
establishment of an FAA-recognized identification area:

77 Facility guidance for development of letters of agreement is
outlined in FAA JO 7210.3, Chapter 4,
Section 3. Letters of agreement are formally developed between the ATC
facility and the CBO. They establish items
such as the CBO operating areas (horizontal/vertical dimensions),
coordination procedures, hours of operation, and
emergency procedures (e.g., lost link).
177
? The effects on existing or contemplated airspace capacity.
? The effect on critical infrastructure, existing or proposed manmade
objects,
natural objects, or the existing use of the land, within or close to
the FAArecognized identification area.
? The safe and efficient use of airspace by other aircraft.
? The safety and security of persons or property on the ground.
The FAA would maintain a list of FAA-recognized identification areas
at
https://www.faa.gov.
The FAA solicits comment on whether the proposed 12 month deadline for
applying for
an FAA-recognized identification area should be extended. The
responses should include
specific reasons for why or why not the time period should be
extended.
C. Amendment
Under § 89.220, any change to the information submitted in a request
for establishment
of an FAA-recognized identification area would have to be submitted to
the FAA within 10
calendar days of the change. Such changes would include, but not be
limited to, a change to the
point of contact for the FAA-recognized identification area, or a
change to the CBO’s affiliation
with the FAA-recognized identification area. A request to change the
geographic boundaries of
the FAA-recognized identification area may be submitted to the FAA for
review and approval.
Any change to the information submitted to the Administrator would be
reviewed under § 89.215
and could result in the termination of the FAA-recognized
identification area pursuant to
§ 89.230. The FAA may terminate an FAA-recognized identification area
for cause or upon a
finding that the FAA-recognized identification area may pose a risk to
aviation safety, public
178
safety, or national security, a finding that the FAA-recognized
identification area is no longer
associated with a community based organization recognized by the
Administrator, or a finding
that the person who submitted a request for establishment of an
FAA-recognized identification
area provided false or misleading information during the submission,
amendment, or renewal
process.
D. Duration of an FAA-Recognized Identification Area
Under proposed § 89.225, the term of an FAA-recognized identification
area would be 48
calendar months after the date the FAA approves the request for
establishment of an FAArecognized identification area.
A person wishing to renew the establishment of an FAA-recognized
identification area
would have to submit a request for renewal no later than 120 days
before the expiration date. If a
request for renewal is submitted after that time but prior to the
expiration date, the Administrator
could choose not to consider the request. Requests for renewal
submitted after the expiration date
of the designation would not be considered by the Administrator.
E. Expiration and Termination
Unless renewed, an FAA-recognized identification area would be
automatically cancelled
as of the day immediately after its expiration date.
Under proposed § 89.230(b)(1), if a CBO wanted to terminate an
FAA-recognized
identification area prior to the expiration date, it would do so by
submitting a request for
termination to the Administrator. Once the CBO has terminated an
FAA-recognized
identification area, the CBO may not reapply to have that flying site reestablished as an FAA-
179
recognized identification area and that site would no longer be
eligible to be an FAA-recognized
identification area. The FAA seeks comment on this approach.
Under proposed § 89.230(b)(2), the FAA would be able to terminate an FAA-recognized
identification area for any reason, including but not limited to a
finding that the designation
could pose a risk to aviation safety, public safety, or national
security or that the person who
submitted a request for establishment of an FAA-recognized
identification area provided false or
misleading information during the submission, amendment, or renewal
process. Once an FAArecognized identification area is terminated by
the FAA, a CBO may not reapply to have the
associated flying site reestablished as an FAA-recognized
identification area.
F. Petition to Reconsider the FAA’s Decision to Terminate and
FAA-Recognized Identification
Area
Under § 89.230(c), a person whose FAA-recognized identification area
has been
terminated by the FAA would be able to petition for reconsideration by submitting a request for
reconsideration within 30 calendar days of the date of issuance of the termination.
XVI. Use of ADS-B Out and Transponders
Section 91.225 requires aircraft to be equipped with ADS-B Out by the
year 2020
when operating in certain parts of the airspace of the United States,
including Class A, Class
B, Class C, and Class E airspace above 10,000 feet mean sea level. Additionally, any
aircraft equipped with ADS-B Out must have that equipment on and
operating at all times,
regardless of airspace. UAS operated under part 107 are not required
to meet the part 91
ADS-B Out equipage requirement but are currently not prohibited from
doing so.
180
A recent study showed that the existing ADS-B frequencies cannot
support the projected
number of UAS operations, which is likely to vastly exceed estimates
for future manned aircraft
operations (e.g., unmanned aircraft counts could be 5-10 times that of
manned aircraft in the
same airspace volume).78 This study’s projections led the FAA to
reevaluate current
regulations and policies regarding ADS-B Out for UAS. The FAA is
concerned that the
potential proliferation of ADS-B Out transmitters on UAS may
negatively affect the safe
operation of manned aircraft in the airspace of the United States.
The current ADS-B system (which uses two radio frequencies: 978
megahertz (MHz)
and 1090 MHz) does not have capacity for significant growth. The 1090
MHz frequency is
also used by the Air Traffic Control Radio Beacon System (ATCRBS),
Traffic Alert and
Collision Avoidance System (TCAS), and Department of Defense IFF (Identification,
Friend or Foe) systems. These systems are already experiencing
interference and other
issues in high density areas such as the Northeast corridor and the
Los Angeles area. The
1090 MHz frequency is significantly more congested than the 978 MHz
frequency. The
study also looked at the ability of the 978 MHz frequency to support
small UAS operations
using reduced power 978 MHz ADS-B Out avionics.79 This study concluded
that, based on
the projected number of small unmanned aircraft to be in operation
going forward, 978 MHz
could become unusable for manned aircraft in some areas and blind some
FAA ADS-B
ground stations, interfering with the ability of the FAA to provide
ATC separation services.
Thus, the FAA concluded that the widespread use of ADS-B Out for
unmanned aircraft, on

78 Guterres, Michael; Jones, Stanley; Orrell, Greg and Strain, Robert.
"ADS-B Surveillance System Performance
With Small UAS at Low Altitudes", AIAA Information Systems-AIAA
Infotech @ Aerospace, AIAA SciTech
Forum, (AIAA 2017-1154). https://doi.org/10.2514/6.2017-1154
79 Id.
181
either 978 or 1090 MHz, would interfere with the safe operation of
manned aircraft in the
airspace of the United States.
The FAA is proposing changes to 14 CFR part 91. Under the proposed
changes, UAS
operating under part 91 would no longer be mandated to equip with
ADS-B Out. However, there
are certain UAS operations for which ADS-B Out would be necessary due
to existing airspace
equipage requirements or operational necessities. The FAA proposes to
require UAS to operate
ADS-B Out in transmit mode when the person operating UAS is engaged in
two-way radio
communication with air traffic control and the operation is conducted
under a flight plan.
Additionally, the FAA is proposing to allow the Administrator to
authorize the use of ADS-B
Out when appropriate. The FAA envisions that certain unmanned aircraft receiving ATC
services, such as large UAS operating at high altitudes, would need to
be equipped with ADS-B
Out because they will routinely be inhabiting the same airspace as
manned aircraft and will need
to be participating in the same air traffic control systems.
To implement these changes in the specific operating rules, the FAA is proposing to
amend § 91.215 to prohibit persons from operating an unmanned aircraft
under part 91 with a
transponder on, unless the operation is conducted under a flight plan
and the person operating the
unmanned aircraft system maintains two-way radio communication with
air traffic control or
unless otherwise authorized by the Administrator.
The FAA is proposing changes to 14 CFR part 107 to generally prohibit
unmanned
aircraft from operating with ADS-B Out. The FAA envisions that remote identification would
provide a similar safety function for unmanned aircraft and provide
similar situational awareness
to various stakeholders. The prohibition would allow ADS-B to continue
to enable the safety of
airspace for manned aircraft going forward. However, the proposal does
not prohibit the use of
182
ADS-B In, if the ADS-B In equipment is manufactured and installed in
accordance with FAA
requirements and guidance.80
The FAA is proposing to add §§ 107.52 and 107.53 in part 107, to
prohibit persons from
operating a small unmanned aircraft with a transponder on or with
ADS-B Out equipment in
transmit mode, unless otherwise authorized by the Administrator. These
changes are in addition
to the proposed § 89.125 prohibition against using ADS-B Out equipment
to comply with the
remote identification requirements of part 89.
XVII. Proposed Effective and Compliance Dates
The sooner the remote identification of UAS is required, the sooner
law enforcement,
security partners, public safety personnel, and the FAA would be able
to locate unsafe and
careless operators, bring an end to the unsafe activity, and educate
or conduct enforcement
actions as needed. Until the remote identification of UAS can be
implemented, most allegedly
unauthorized UAS sightings remain unverified; incidents remain
unsolved; and operator
intention remains unknown, leaving it unclear if the operator is being
careless or is engaged in
nefarious activity. Without the remote identification of UAS, security
and law enforcement
agencies are left with few options to stop the unauthorized activity
and address the safety or
security risk potentially posed by the errant or malicious UAS
operation.
The FAA believes expedited implementation and effectivity of this NPRM
would protect
the interests of operators of manned aircraft, compliant UAS
operators, and the security agencies
charged with protecting lives and property on the ground.
Additionally, due to the essential role

80 See Advisory Circulars 20-172B and 90-114A.
183
of remote identification of UAS in contributing to the safety and
efficiency of the airspace, and
its role as a critical tool in a robust UAS protection security
regime, the FAA believes the remote
identification of UAS must be implemented as quickly as possible. In
addition, UAS remote
identification is a foundational building block of UTM and a key
stepping stone to the future
ability to conduct routine BVLOS operations.
The FAA proposes a number of requirements for operators and producers
of UAS with
remote identification. This rule also includes proposed requirements
for applying for FAArecognized identification areas. As with most new regulations, the FAA recognizes that some
elements of this proposal would take time to fully implement. The FAA
also recognizes it would
need to quickly implement requirements that address ongoing safety and
security needs.
Therefore, the FAA proposes that a final rule finalizing remote
identification requirements would
become effective on the first day of the calendar month following 60
days from the date of
publication of the final rule that follows this proposal.
The FAA finds that CBOs can begin to identify flying sites that they
may wish to apply
to have established as FAA-recognized identification areas
immediately. This proposal allows
time for CBOs to evaluate their needs and organize their applications
for establishment of their
flying sites as FAA-recognized identification areas. For that reason,
the proposal includes a 12
calendar month period after the effective date of the rule to make
that application. Applications
made before the effective date of the rule, or after the 12-month
period, would not be considered.
Persons responsible for the production of UAS would not be able to
submit declarations
of compliance until the FAA accepts at least one means of compliance.
Once a means of
compliance is accepted by the FAA, persons responsible for the
production of UAS would need
time to design, develop, and test UAS using that means of compliance.
For that reason, the
184
proposal includes a 24-month period before compliance with the
production requirements
proposed in this rule is required. During this 24-month period, UAS
without remote
identification can continue to be produced, sold, and operated in the
United States. It also
provides time for the development and deployment of Remote ID USS to
support the
requirements of the proposed rule. Prior to the 24-month compliance
date, this proposal allows
for the production and operation of both UAS with and without remote identification.
Requirements that prohibit operation of UAS without remote
identification would begin
36 months after the effective date of the rule. This 36-month period
runs concurrently with the
24-month period provided for the development of means of compliance,
and for the design,
production, and sale of UAS with remote identification. Once UAS with
remote identification
are widely available, this proposal would allow an additional one-
year period of time for UAS
owners and operators to purchase and transition to operations of UAS
with remote identification.
The FAA is seeking comments about whether certain UAS operations
currently
conducted under waiver, such as operations over people or nighttime
operations, should be
required to comply with remote identification prior to being
authorized under a waiver or
regulation. For example, should the FAA require UAS to comply with
remote identification as a
condition precedent to granting a nighttime waiver or authorizing
operations over people?
The following are the FAA’s proposed compliance dates:
Table 5: Proposed Compliance Dates
Requirement Compliance Date
Any non-excepted unmanned
aircraft weighing more than
0.55 pounds must have an
FAA-accepted declaration of
compliance (89.510)
First day of the month
following 24 months after the
effective date
Serial number added to
185
unmanned aircraft
registration
Requirement to remotely
identify (89.105)
First day of the month
following 36 months after the
effective date
The serial number of any UA
required to be registered must
be listed on an FAA-accepted
declaration of compliance or
the UA can only be flown
within an FAA-recognized
identification area
(89.110(c)(1) and
89.115(c)(1))
First day of the month
following 36 months after the
effective date
Submit an application for
establishment of an FAArecognized identification area
(89.210)
First day of the month
following 12 months after the
effective date
The FAA believes that early compliance may benefit both industry and
UAS operators
and encourages regulated parties to implement remote identification of
UAS sooner than the
compliance dates established in this proposed rule. The FAA invites
comments providing
specific proposals and ideas on how to build an early compliance
framework into the regulation.
The agency is interested in comments related to how an early
compliance framework would
work and how it would fit into the overarching remote identification
framework proposed by the
FAA.
The FAA would also consider providing incentives that the FAA can
reasonably provide
to parties that adopt remote identification as early as possible. The
FAA invites comments on
possible incentives for early compliance.
186
XVIII. Proposed Guidance Documents
The FAA is proposing several guidance documents to supplement the
requirements
proposed in this rule. Copies of the draft guidance documents are
included in the docket for this
rulemaking. The FAA invites comments regarding these draft advisory
materials.
The FAA is proposing a new advisory circular, Means of Compliance
Process for Remote
Identification of Unmanned Aircraft Systems. This advisory circular
provides guidance on the
means of compliance process described in part 89. This AC outlines the
required information for
submitting a means of compliance.
The FAA is proposing a new Advisory Circular, Declaration of
Compliance Process for
Remote Identification of Unmanned Aircraft Systems. This advisory
circular provides guidance
on the declaration of compliance process described in part 89. This AC
outlines the required
information for submitting a declaration of compliance.
The FAA is proposing to revise AC 107-2, Small Unmanned Aircraft
Systems, to
describe the requirements of remote identification. The draft AC also
describes where the various
small UAS would be permitted to operate.
As noted, the FAA would update the Airman Certification Standards and
remote pilot test
questions to reflect the new regulatory requirements regarding remote identification.
The FAA is proposing a new Advisory Circular for FAA-recognized
identification areas.
This advisory circular provides guidance to persons requesting the establishment of an FAArecognized identification area under § 89.210.
This AC also provides guidance for persons
responsible for FAA-recognized identification areas, as well as

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