EASA A1/A3 flashcards

32 cards. Read the term and the definition here. The deck at the top of this page is optional.

Right of way in the air

Unmanned aircraft never have right of way over manned aircraft; the remote pilot must always give way and act early to avoid collisions, including with gliders, balloons and emergency flights.

Open category altitude maximum

In the open category an unmanned aircraft must not be flown higher than 120 m above the surface, and the remote pilot must keep it clear of obstacles and other airspace users.

See and avoid responsibility

The remote pilot must keep a continuous visual scan of the surrounding airspace and manoeuvre early to avoid other traffic; this responsibility is never transferred to automation.

Occurrence reporting duty

Serious incidents, injuries or collisions must be reported to the competent national authority, and operators must keep records of their flights and of any occurrence.

Geographic zones (geo-zones)

Member states designate areas where UAS operations are prohibited, restricted or subject to authorisation; these zones are published nationally and must be consulted during flight planning.

Flight restricted zone near airports

Around aerodromes and in flight restricted zones, flight is normally prohibited or requires an authorisation from the air traffic services unit; the exact limits are published nationally.

150 m from built-up areas

In subcategory A3 the flight must be kept at least 150 m horizontally from residential, commercial, industrial or recreational areas, and no uninvolved person may be overflown.

NOTAM temporary airspace restriction

Temporary restrictions such as airshows, parachuting, firefighting or state flights are notified by NOTAM, which the remote pilot must check before each flight.

Protected sensitive sites

Prisons, military bases, nuclear plants, government buildings and hospitals with helicopter operations are commonly protected by national law, and flying there may be a criminal offence.

Regulation (EU) 2019/947

This implementing regulation sets the rules and procedures for UAS operations in the EU, covering the open, specific and certified categories and remote pilot competency requirements.

Regulation (EU) 2019/945

This delegated regulation defines the product requirements and the C0 to C6 class markings for unmanned aircraft and their accessories, including remote identification add-ons.

A1/A3 online test

The A1/A3 open-category examination consists of 40 multiple-choice questions, lasts 30 minutes and requires a pass mark of 75 per cent.

Operator registration threshold

Registration as a UAS operator is required when the aircraft has a maximum take-off mass of 250 g or more, or carries a sensor able to capture personal data.

Display of operator ID

The registration number issued to the operator must be visibly displayed on the airframe, and the registration is valid in every member state without further formality.

Fatigue effects on remote pilots

Fatigue slows reaction time, degrades judgement and reduces situational awareness; a tired remote pilot makes more control and spacing errors and should not fly.

Limited depth perception on screen

Images on a tablet or phone give poor distance and height cues, so the pilot may misjudge proximity to obstacles and other aircraft on the screen.

Complacency in routine flights

Repeated uneventful flights lead to skipped checks and reduced vigilance; standardised written checklists counteract this by making key actions independent of memory.

Loss of orientation with distance

When the aircraft is far away its silhouette becomes a single point, so drift, attitude and heading are hard to determine and may go unnoticed.

Site survey before take-off

Before launch the pilot identifies obstacles, overhead lines, people, restricted-area boundaries, wind direction and a usable emergency landing area near the site.

Return-to-home altitude setting

The automatic return height must clear the tallest obstacle on the return path while remaining below the maximum altitude permitted at that location.

Lost link failsafe behaviour

When the control link is lost the pre-programmed failsafe triggers a defined action such as hover, return to home or landing, and this behaviour is verified before flight.

Battery cold-weather behaviour

Cold reduces usable battery capacity and causes voltage sag, shortening endurance and risking sudden power loss; batteries are warmed before flight and a reserve is kept.

LiPo battery storage charge

Lithium polymer batteries are stored at roughly storage voltage, never fully charged or fully discharged for long periods, as this causes swelling and fire risk.

Propeller injury prevention

Propellers can cause deep lacerations, so bystanders are kept clear of the aircraft, hand-catching is avoided and blades are inspected for cracks before each flight.

Geofencing limitations

Geofencing is a software aid that uses position data to block flight in defined areas; it can fail or be outdated, so the pilot remains responsible for airspace compliance.

Personal data in drone footage

Video or images showing identifiable people are personal data under the GDPR, so recording them requires a lawful basis and must be minimised and secured.

Data minimisation principle

Only personal data strictly necessary for the stated purpose may be collected and kept; unnecessary footage should not be recorded, and existing footage should be deleted.

Reasonable expectation of privacy

Flying over private gardens, homes or windows without justification intrudes on private life and may breach national privacy, nuisance or trespass rules.

Third-party liability insurance

This cover pays for injury to other persons and damage to their property caused by the drone; it does not normally cover damage to the aircraft itself.

Insurance requirement for UAS operators

Article 14 of Regulation (EU) 2019/947 requires operators to hold third-party liability insurance where Union or national law provides for it, with conditions set at national level.

Remote identification requirements

Remote identification broadcasts the operator identity and the aircraft position so authorities can identify a drone in flight; the function must not be disabled or tampered with.

Interference with a drone

Jamming, spoofing or unauthorised takeover of a UAS is illegal and dangerous; suspected drone misuse near sensitive sites should be reported to the police.