Civil Drones in Poland – How to Fly Legally?

Last updated: 02.07.2026

Civil Drones in Poland – Authorisations, Classes, Flight Categories and Operator Obligations

The civil unmanned aircraft market is developing faster than most regulated technology sectors. Today, drones are used not only recreationally, but also in photography, surveying, technical inspections, precision agriculture, infrastructure protection, construction, transport, energy and public-sector operations.

In practice, this means that flying a drone is increasingly rarely a purely technical matter. More and more often, it is also a matter of legal compliance, risk management, civil liability, data protection and proper operational preparation.

The foundations of the European legal framework for drones are EU Regulations 2019/947 and 2019/945. The first regulates the rules for conducting operations and the requirements imposed on pilots and operators, while the second concerns, among other things, design and manufacturing requirements, drone classes and remote identification.

Regulation 2019/947 lays down detailed provisions on the operation of unmanned aircraft systems, personnel, remote pilots and organisations involved in UAS operations, whereas Regulation 2019/945 specifies, among other things, the requirements for the design, production, certification and making available of unmanned aircraft systems in the EU.

The European model is risk-based. It does not fundamentally distinguish between recreational and commercial flights, but instead analyses what drone is being used, where the flight takes place, whether the flight is conducted within visual line of sight, whether it is conducted near people, in controlled airspace, over a built-up area, or using automatic or autonomous modes.

The regulations adopt a risk-based approach and distinguish three categories of civil operations: open, specific and certified.

Drone Operator and Drone Pilot – a Key Distinction

People very often refer to a “drone licence”. This is a colloquial term. Under the European system, it is more accurate to refer to UAS pilot qualifications, certificates of competence, operator registration and, where applicable, operational authorisations. There is no single universal remote pilot certificate that automatically allows every type of drone operation.

• A drone operator is the entity responsible for operating the UAS. It may be a natural person, company, foundation, public authority or another organisation. The operator is responsible for organising the operation, ensuring compliance with regulations, procedures, documentation, risk assessment and marking the drone with the operator number.
• A drone pilot is the person who actually controls the drone or supervises the flight. In the simplest cases, the operator and the pilot are the same person. In professional activity, the operator is very often a company, while the pilot is its employee, contractor or subcontractor.

After registration, the operator receives an unmanned aircraft system operator number. This number must be placed on the drone in a legible, durable manner and in a way that is visible during inspection. If the size of the drone does not allow for visible marking, it may be permissible to place the number, for example, inside the battery compartment, provided that access to it is possible.

Does Every Drone Require Operator Registration in Poland?

As a rule, not every drone is registered as a device. It is primarily the operator who is subject to registration. The Polish Civil Aviation Authority expressly states that there is no obligation to register every unmanned aircraft, unless it is certified.

Operator registration will be required in most cases involving drones with a camera or drones with a mass of at least 250 g. EASA indicates that the operator should register in the state of residence or principal place of business, and that the operator and the pilot may be different persons.

In Poland, registration, qualification management, e-learning and part of the administrative processes are handled through the National Drone Information System, available at drony.gov.pl. The portal enables, among other things, the management of user data, authorisations, qualifications, permits and UAS configurations necessary for planning and carrying out flights.

Categories of Operations: Open, Specific and Certified

The applicable category determines the legal framework for a drone operation, including the level of risk, the required pilot qualifications, operator obligations and whether prior approval from the authority is needed.

For this reason, each planned flight should first be assessed against the open, specific and certified categories before the operator proceeds with registration, documentation or operational planning.

Open Category – Low-Risk Drone Operations

The open category covers most recreational flights and many simple commercial flights. Its essence is that the operation involves a low level of risk and does not require prior authorisation from the Polish Civil Aviation Authority.

Flights in the open category may be conducted only:

• within the visual line of sight of the pilot or observer, i.e. VLOS;
• up to a height of no more than 120 m from the closest point of the surface of the earth;
• using drones with a mass not exceeding 25 kg.

Many such operations involve small unmanned aircraft and small unmanned aircraft systems, but the classification still depends on the risk profile of the operation.

The open category is divided into three subcategories:

Specific Category – Medium-Risk Drone Operations

The specific category covers operations that go beyond the limitations of the open category. This applies, for example, to BVLOS flights, flights with drones heavier than 25 kg, flights above 120 m, dropping materials, certain operations in urban environments or operations without an appropriate drone class. EASA lists such examples as situations leading to classification in the specific category.

The specific category is intended for medium-risk operations whose parameters exceed the open category and whose execution requires verification and, in some cases, approval by the Polish Civil Aviation Authority.

In this category, operator registration is required regardless of the mass of the drone being used.

In the specific category, three routes are generally available:

1. Declaration of an operation compliant with a standard scenario (STS) – where the operation falls within a European standard scenario.
2. Operational authorisation – where the operation does not fall within the open category or an STS scenario; this requires a risk assessment, most often SORA or PDRA.
3. LUC certificate – for operators who wish to approve certain operations themselves within the scope of granted privileges. An LUC may include, among other things, conducting operations covered by standard scenarios, independently authorising operations based on PDRA, or performing operations within the scope approved by the authority.

Certified Category – Highest-Risk Drone Operations

The certified category covers operations with the highest level of risk. In practice, for most civil users — photographers, surveyors, inspection companies, video creators, farmers, infrastructure operators or security entities — the key categories will be the open and specific categories.

A flight qualifies for the certified category when any of the following conditions is met:

• the flight takes place over assemblies of people;
• the operation involves the transport of people;
• the operation involves the carriage of dangerous goods which, in the event of an accident, may pose a high risk to third parties.

A pilot in the certified category should hold qualifications no lower than those required in the specific category and meet the requirements imposed by the President of the Polish Civil Aviation Authority. Where appropriate, certified-category pilots should be subject to a licensing obligation.

A UAS is subject to certification where:

• its typical dimension is at least 3 m and it is intended to be operated over assemblies of people;
• it is intended for the transport of people;
• it has been designed for the transport of dangerous goods and, in the event of an accident, risk mitigation for third parties requires it to be highly robust;
• it is operated as part of an operation in the specific category referred to in Article 5 of Implementing Regulation (EU) 2019/947, and the operational authorisation issued by the competent authority following the risk assessment provided for in Article 11 of Commission Implementing Regulation (EU) 2019/947 states that the risk of the operation cannot be adequately mitigated without certification of the unmanned aircraft system.

In higher-risk models, including future use cases involving delivery drones, certification, airworthiness and operational approval may become particularly important.

Drone Classes C0–C6 – What are the differences?

Drone classes are not the same as operation categories. The category defines the type of flight and the level of risk. The drone class, in turn, defines the technical characteristics of the device, its marking, mass, equipment and permissibility of use in specific scenarios.

In the open category, drones bearing class markings C0, C1, C2, C3 or C4 are of primary importance. Drones with class markings C0–C4 are available on the market, and the list of drones bearing class markings is available on the EASA website.

Drones must be equipped with a remote identification system, subject to the exceptions provided for in the regulations.

Drones in the open category may have classes C0–C4, may be privately built, or, to a limited extent, may be drones without a class that were placed on the market before 31 December 2023.

For class C1, EASA provides for operations in A1, although flights over uninvolved persons should not be planned and, where such an overflight occurs, it should be minimised. Class C1 requires operator registration and completion of A1/A3 online training and examination.

For class C2, EASA provides for subcategory A2, with a prohibition on flying over uninvolved persons and a basic distance of 30 m, reduced to 5 m when the low-speed function is active. Classes C3 and C4 are associated with A3, i.e. flights far from people and urban areas.

How to Obtain Drone Authorisations in Poland?

The authorisation path depends on the type of operation, the drone class and the distance from people or other risk factors. In practice, most operators start with A1/A3 training, while more demanding flights may require A2 qualifications, STS scenarios or a move into the specific category.

A1/A3 – the Basic Level for the Open Category

A1/A3 are the basic qualifications of a UAS pilot. In Poland, online training and the online examination are available through the drony.gov.pl system.

Every person wishing to fly a drone weighing more than 250 g must complete online training and pass an online test before the flight, and the pilot qualifications are valid for five years. The examination consists of 40 multiple-choice questions, and the passing threshold is 75% correct answers.

In practice, the path is as follows:

1. Register or log in to the drony.gov.pl system.
2. Register as an operator, if required.
3. Complete A1/A3 online training.
4. Pass the online examination.
5. Download the qualification document from the pilot profile.
6. Mark the drone with the operator number, if the operator is subject to registration.
7. Check the airspace and report the flight before the operation.

A1/A3 will be sufficient, among other things, for many flights with C0 and C1 drones in A1 and for flights with C3/C4 drones in A3.

A2 – Flights Closer to People

A2 is required when an operator wants to fly a class C2 drone closer to uninvolved persons within the limits of subcategory A2. A2 requires online training and testing, completion of practical self-training and passing an additional theoretical examination conducted by an examination entity.

A2 is particularly important for photography, filming, simple inspections or commercial applications performed closer to people, but still within the open category. However, it is not a universal licence for flights in urban areas. If the operation goes beyond the rules of A2, it may be necessary to move into the specific category.

STS-01 and STS-02 – Standard Scenarios in the Specific Category

STS scenarios are European standard scenarios. An STS is a predefined operation described in the annex to Regulation 2019/947. If the operation falls within an STS, the operator does not need to obtain an individual operational authorisation, but must submit a declaration to the competent national authority.

There are currently two European standard scenarios:

Class C5 is appropriate for STS-01, and class C6 for STS-02. Before commencing the operation, the operator must submit a declaration to the authority of the state of registration and, after confirmation, may begin operations within the limits of the scenario.

Operational Authorisation, PDRA and SORA for Advanced Drone Operations

If an operation does not fall within the open category or an STS, the operator should consider applying for operational authorisation.

Before submitting such an application, the operator is obliged to conduct a risk assessment. This may be done through a full SORA risk assessment or by using a predefined risk assessment, PDRA, if the planned operation falls within one of the published PDRAs.

SORA is more flexible, but also more demanding. It requires a description of the concept of operations, the flight environment, ground and air risks, risk mitigation measures, emergency procedures, personnel competencies, equipment and the operator’s organisation. In practice, SORA is a tool for more professional operations: BVLOS, infrastructure flights, non-standard industrial missions, flights with heavier drones or operations going beyond standard scenarios.

Drone Swarms – When Do Multiple Drones Become a Higher-Risk Operation?

So-called drone swarms are becoming increasingly important in practice, meaning operations in which several, a dozen or even several hundred unmanned aircraft, also commonly referred to as unmanned aerial vehicles perform a coordinated mission. In practice, this may involve light shows, inspections of large facilities, infrastructure monitoring, rescue operations, environmental measurements, agricultural operations or tasks performed by semi-automatic systems.

The regulations do not create a separate category called a “drone swarm”. What is assessed is the specific operation: the number of drones, flight location, altitude, distance from uninvolved persons, VLOS/BVLOS, level of automation, possibility of taking control, collision risk, airspace and risk mitigation measures.

The European system is based on three categories of operations: open, specific and certified, and transition to the specific category occurs when an operation goes beyond the limitations of the open category. The specific category covers operations carried out outside the limits of the open category, and for operations not covered by STS or PDRA, a SORA risk assessment is necessary.

A drone swarm will very often require analysis within the specific category, especially where the flight takes place:

• near people;
• in a city;
• during a public event;
• beyond the pilot’s direct visual line of sight;
• at night;
• in controlled airspace;
• with a significant degree of automation.

Light shows are a good example: even if individual drones are relatively light, the overall scale of the operation, the presence of an audience, night flight, the risk of failure of one of the devices and the need to maintain separation between multiple UAS mean that such an operation cannot be treated like an ordinary recreational flight.

From a compliance perspective, an operator planning a drone swarm should prepare at least the following:

It should also be remembered that in the open category there is a prohibition on flights over assemblies of people, and the Polish Civil Aviation Authority indicates, among other things, the VLOS requirement, the 120 m limit, the obligation to maintain a safe distance from people and the obligation to report the flight in the manner required by PANSA.

The practical conclusion is simple: a drone swarm should not be assessed from the perspective of a single device, but of the entire operational system. The greater the number of drones, the higher the level of automation and the more complex the flight environment, the more important documentation, procedures, risk assessment, site security and possible operational authorisation become.

In professional applications, a drone swarm is therefore not only a technological project, but also a regulatory undertaking requiring prior legal and operational preparation.

Flights with Drones Above 25 kg

A drone with a mass exceeding 25 kg generally falls outside the open category, because the open category covers drones with a mass not exceeding 25 kg. The Polish Civil Aviation Authority expressly indicates this limit in its description of the open category.

In practice, heavy drones, for example agricultural, industrial or transport drones, will most often require analysis in the specific category and, in more advanced cases, also individual operational authorisation based on SORA or another appropriate route.

Holding pilot qualifications alone is not sufficient. It is also necessary to demonstrate that the operator has procedures, documentation, organisation, equipment and risk mitigation measures adequate for the planned flights.

VLOS, BVLOS, FPV, Automatic Flight and Autonomy

The method of controlling or supervising a drone has a direct impact on the legal classification of the flight and the level of operational risk. Simple VLOS flights are assessed differently from BVLOS, FPV, automatic or autonomous operations, which may require additional procedures, documentation or authorisation.

VLOS – Flight Within Visual Line of Sight

VLOS, or Visual Line of Sight, means flight within the pilot’s visual line of sight. The pilot must be able to observe the drone and the airspace around it without the aid of optical devices other than corrective glasses.

In the open category, VLOS is the rule. A pilot conducting operations in the open category keeps the drone within visual line of sight at all times, subject to exceptions concerning, among other things, follow-me mode or the assistance of an observer.

BVLOS – Flight Beyond Visual Line of Sight

BVLOS, or Beyond Visual Line of Sight, means flight beyond the pilot’s visual line of sight. Such a flight generally requires the specific category because it goes beyond the standard of the open category. EASA identifies BVLOS as an example of an operation in the specific category.

BVLOS is typical for linear inspections, long mapping flights, inspections of power, gas or railway infrastructure, rescue operations, environmental monitoring and more advanced industrial operations.

From a compliance perspective, the key elements are: mission plan, communications, airspace observers, emergency procedures, situational awareness, collision risk mitigation and appropriate operational approval.

FPV Drones – First Person View

FPV, or First Person View, means flying with a view from the drone’s camera. The mere use of FPV goggles does not exempt the pilot from the obligation to maintain flight safety.

If the pilot does not see the drone directly, it may be necessary to provide an observer or move to another operational regime. FPV requires particular caution because it is easy to confuse the impression of control with actual situational awareness in the airspace. This is especially relevant for FPV drones, where the visual experience may differ from the regulatory assessment of the operation.

Automatic and Autonomous Flight – Key Regulatory Differences in Poland

This is one of the most frequently confused concepts. An autonomous drone is capable of safe flight without pilot intervention, using artificial intelligence that allows it to respond to unforeseen situations. In an automatic operation, the drone flies along a predefined route, but the pilot must be able to take control in the event of circumstances for which the system has not been programmed.

Automatic drones are permitted in all categories, whereas autonomous operations are not permitted in the open category. Autonomous operations may be permitted in the specific and certified categories, where sufficiently robust verification of technical and operational requirements is possible. In more advanced cases, the assessment may also include whether the system can safely maintain sustained flight and respond to failures.

Mission Plan – When Is It Needed and What Should It Include?

A mission plan is not merely a route on a map. In professional activity, it is a document or set of operational data that makes it possible to assess whether a flight can be performed legally, safely and in accordance with the operator’s authorisations.

A typical mission plan should include:

Drony.gov.pl includes the DTM Autonomia – Mission Planning service, described as a tool supporting the planning of flights compliant with regulations and held authorisations, while also providing information that increases flight safety.

The portal also includes the e-SORA service, which is intended to support mission planning, calculation of operational risk parameters and preparation of an application for operational authorisation in the specific category.

DroneTower – Why Report a Flight and When Should It Be Done?

In Poland, drone flights are reported through the DroneTower application. Before each operation, the pilot must report the flight in the manner indicated by the Polish Air Navigation Services Agency.

DroneTower is the official PANSA ICT system for reporting the intention to perform a drone flight. It replaced the previous checkin.pansa.pl solution, which remains an emergency solution. The application enables, among other things, checking flight conditions at a selected location, performing check-in, communicating with an air traffic controller in controlled airspace, reporting emergency situations and obtaining information about other reported UAS flights in the area.

From the operator’s perspective, DroneTower has three functions:

1. Informational – it allows the operator to check whether a flight is permitted at a given place and time.
2. Coordinating – it enables flight information to be submitted to the PANSA system.
3. Safety-related – it supports situational awareness in the airspace and communication in situations requiring coordination.

DroneTower is therefore an application useful in every planned flight location — both in controlled airspace and outside it.

However, the mere reporting of a flight does not automatically mean that the operator may ignore the remaining regulations. If the flight requires authorisation, falls within a restricted zone, exceeds the open category or requires coordination with the manager of a geographical zone, check-in in DroneTower does not replace those obligations.

ULC, PANSA, EASA – Who Is Responsible for What?

There are several institutions in the Polish drone system whose roles should be clearly distinguished.

• EASA creates and develops common European safety standards, guidance materials, interpretations, scenarios and implementing rules within the EU system.
• The Polish Civil Aviation Authority is the national aviation supervisory authority. It handles, among other things, matters concerning qualifications, examinations, authorisations, LUC, national guidelines, supervision and inspections. The Civil Aviation Authority also publishes lists of legal acts, guidelines of the President of the Civil Aviation Authority and information on the open and specific categories.
• PANSA is responsible for the safety and management of air traffic in Polish airspace, including tools such as DroneTower and systems supporting coordination of UAS flights.
• Drony.gov.pl / the National Drone Information System is the digital environment for handling operator and pilot matters, covering registration, e-learning, mission planning, selected administrative processes and integration of drone services.

Remote ID and Geographical Zones for Drone Operations

Remote identification is intended to enable identification of the drone and the operator in the airspace. Drones must be equipped with a remote identification system, taking into account the detailed exceptions and requirements arising from the category and class of the drone.

The second important element is geographical zones. Even if the pilot has the relevant qualifications, the drone has the appropriate class and the operation falls within the open category, the flight may be restricted because of its location.

This concerns, among other things:

• airports;
• critical infrastructure;
• military facilities;
• national parks;
• mass events;
• rescue operations;
• temporarily activated zones.

The pilot must comply with operational restrictions in geographical zones.

Civil Liability and Mandatory Operator Third-Party Liability Insurance in Poland

Since 13 November 2025, an important insurance requirement has applied in Poland. Operators of drones with a mass from 250 g to 20 kg are required to hold mandatory third-party liability insurance, and failure to have a policy may result in a fine of up to PLN 4,000. The minimum guaranteed sum has been set at the equivalent of approximately PLN 270,000.

Third-party liability insurance protects against the consequences of damage caused to third parties, but it does not cover the operator’s own losses, such as damage to or loss of the drone. In professional activity, it is therefore worth considering voluntary insurance as well: drone hull insurance, insurance for additional equipment, business liability insurance, cyber/GDPR insurance and extensions for specialist operations.

Drone with a Camera, GDPR and Privacy

A civil drone is very often an image-recording device. If recordings include identifiable persons, licence plates, properties, employees, customers, event participants or elements of private infrastructure, risks relating to personal data protection and personal rights arise.

Privacy and personal data protection are fundamental rights in Europe, and the regulations protect against external interference with private life, including interference resulting from the use of drones.

In professional activity, it is advisable to apply the principle of privacy by design, i.e. to:

• limit the scope of recordings;
• shorten retention periods;
• secure access to data;
• inform individuals where required;
• conduct a data protection impact assessment where the operation may result in a high risk to the rights and freedoms of natural persons.

EASA provides, among other things, a DPIA template for drone operations, intended to support consideration of privacy and data protection already at the planning stage.

How to Start Flying a Drone Legally in Poland

The simplest path for a person or company starting operations is as follows:

1. Identify the drone — mass, C class, camera, remote identification, date of placing on the market; this information is usually provided by the manufacturer.
2. Define the operation — where, how high, how close to people, VLOS or BVLOS, recreationally or commercially, although the commercial purpose itself does not determine the category.
3. Check the category — open, specific or certified.
4. Register the operator, if required; in most cases this will be necessary.
5. Obtain pilot qualifications — A1/A3, A2 or STS.
6. Mark the drone with the operator number.
7. Check geographical zones and flight conditions.
8. Prepare a mission plan, especially for professional flights.
9. Report the flight in DroneTower before the operation.
10. Take care of third-party liability insurance and documentation — especially in business activity and for drones weighing more than 250 g, such as the popular consumer drone DJI Avata 2.
11. In the case of the specific category, prepare an STS declaration, authorisation application, PDRA, SORA or LUC procedures.

After these steps, the operator can usually complete the process of preparing the flight operation, although more complex operations may still require individual authority review or additional documentation.

The Most Common Mistakes Made by Drone Operators

The greatest risks usually do not result from a lack of technical skills, but from incorrect classification of the operation. Operators often assume that if the drone is light, the flight is always legal. This is not true.

Location, the presence of people, airspace, control method, camera, geographical zones, the reporting obligation and possible insurance requirements also matter.

The second mistake is equating pilot authorisations with the right to perform every operation. Pilot qualifications are only one element. In the specific category, the operator’s status, operational documentation, scenario, declaration or authorisation, emergency procedures, risk analysis and equipment compliance are equally important.

The third mistake is treating DroneTower as permission for everything. Check-in is a mandatory element of safety and coordination, but it does not replace qualifications, authorisation from the Civil Aviation Authority or consent from the manager of a given zone, where such consent is required.

Summary – Legal and Safe Drone Operations in Poland

The legal use of drones in Poland requires the combination of three areas: appropriate pilot qualifications, proper registration and organisation of the operator, and preparation of a specific operation in compliance with regulations.

The simplest flights may fall within the open category and usually require operator registration, obtaining A1/A3 or A2 competencies, checking the airspace and reporting the flight in DroneTower.

More complex operations — in particular BVLOS, flights with heavier drones, urban, industrial, infrastructure or automatic operations, or operations involving multiple drones — may require entry into the specific category, preparation of appropriate documentation, use of an STS scenario, PDRA or SORA, obtaining authorisation from the Civil Aviation Authority or implementing a more advanced operational model, including LUC.

In practice, the safest approach is first to precisely define the planned operation, and then select the appropriate flight category, drone class, pilot qualifications, administrative procedure, mission plan and risk mitigation measures. Only after such an analysis should the flight itself take place.

In the drone sector, compliance is not a post-factum formality, but a prerequisite for conducting activity safely, scalably and commercially effectively.

Our team supports drone operators, technology companies, infrastructure entities, entrepreneurs using UAS in their operational activity and organisations planning to implement drone services. We assist in assessing regulatory requirements, selecting the appropriate operational model, preparing documentation, analysing risk, and addressing contractual, insurance, liability, GDPR and communication issues with the competent authorities.

If you are planning to start activity involving drones, implement BVLOS flights, carry out industrial, inspection or infrastructure missions, organise shows using multiple drones or organise your current compliance procedures, contact us. Our experts will help assess what obligations apply in a specific case and how to prepare operations in a safe, lawful manner tailored to business objectives.