Specific category

In order to fly in the specific category you need an operational authorization from the Icelandic Transport Authority. There are three different methods to get an operational authorization:

• STS, Standard Scenarios
• PDRA, Pre-defined risk assessment
• SORA, Specific Operations Risk Assessment
  
  

STS, Standard Scenarios

The standard scenario (STS) is the simplest way to conduct a flight which requires an approval. Each STS defines a specific scenario and the associated conditions which must be fulfilled in order to be able to fly a drone under that scenario. This is a relatively simple approval process because the risk analysis (based on the SORA methodology) is already included in the STS.

(click on the table to get full size)

Information on STSs can be found in Appendix 1 to EU regulation 2019/947.

PDRA, Pre-defined risk assessment

EASA has also created predefined risk assessments to simplify the application process for operators intending to fly in the specific category and operations may fall under the PDRA.

SORA, Specific Operations Risk Assessment

If the planned flight does not fall into the open category and neither STS nor PDRA can be used to apply for an operational authorization, a risk assessment based on the SORA methodology must be submitted. SORA was developed by JARUS (Joint Authorities for Rulemaking on Unmanned Systems) to facilitate risk assessments by applicants and aviation authorities by creating a harmonized approach for drone flights. AMC1 to Article 11 of EU Regulation 2019/947 contains instructions on the preparation of SORA. Basically, SORA is based on 10 steps that an applicant must go through.

 

1. Make a concept of operations document (ConOps). A ConOps describes the UAS and the operations to be flown.
2. Decide intrinsic Ground Risk Class (GRC). This is a classification of the risk that the drone will hit a person on the ground. It is indicated with a number from one to seven.
3. Decide final GRC after risk reducing measures have been taken. Measures can for example be buffer zones, parachute, and if an emergency response plan (ERP) are in place.
4. Decide initial Air Risk Class (ARC). This is a classification of the risk to hit another aircraft. The risk is classified with a letter ranging from A to D.
5. Decide residual ARC. This can be done if the actual traffic in the airspace is lower than what the initial ARC classification implies. It can also be done through using common rules and structures as mitigating measures. These may be e.g. limiting the flight to a specific area or time of day, or using equipment which makes the drone more visible to other aircraft or ATC.
6. Decide residual ARC. This can be done if the actual traffic in the airspace is lower than what the initial ARC classification implies. It can also be done through using common rules and structures as mitigating measures. These may be e.g. limiting the flight to a specific area or time of day, or using equipment which makes the drone more visible to other aircraft or ATC.
7. Decide residual ARC. This can be done if the actual traffic in the airspace is lower than what the initial ARC classification implies. It can also be done through using common rules and structures as mitigating measures. These may be e.g. limiting the flight to a specific area or time of day, or using equipment which makes the drone more visible to other aircraft or ATC.
8. Make sure that Tactical Mitigations Performance Requirements (TMPR) are satisfied. These requirements are measures to mitigate the risk of in air collisions. The requirements are derived from the ARC.
9. Make sure that Tactical Mitigations Performance Requirements (TMPR) are satisfied. These requirements are measures to mitigate the risk of in air collisions. The requirements are derived from the ARC.
10. Identify Operational Safety Objectives (OSOs). These are derived from the SAIL value and defines requirements for technical systems, training and procedures. OSOs are 24 in total and the SAIL value indicates to what extend the OSOs must be fulfilled.
11. Adjacent areas and airspace. This step is about considering the risk for nearby areas and airspace, in case of a fly-away. Requirements can be found in the AMC from EASA.
12. Create a safety portofolio that describes:

- How risk is reduced for GRC and ARC.
- How TMPR is satisfied.
- How the OSOs are satisfied.

More information regarding the SORA process can be found in Easy Access Rules for Unmanned Aircraft Systems (Regulations (EU) 2019/947 and (EU) 2019/945) .