BVLOS Drone Operations

BVLOS (Beyond Visual Line of Sight) drone flight refers to drone operations conducted beyond the pilot’s direct visual range.

In BVLOS flights, the remote pilot cannot see the drone directly. Instead, they rely on technology and infrastructure - such as electronic conspicuity, detect-and-avoid systems, and command and control (C2) links - to monitor its location and surroundings.

This benefits operations where the drone needs to cover large areas, access difficult-to-reach locations, or be deployed remotely for on-demand 24/7 operations.

Unlocking BVLOS heralds a new era for the drone industry - and the UK CAA is working with industry and government to make it routine for priority use cases, including the NHS, emergency services, infrastructure surveying, and commercial deliveries.

heliguy™ helps organisations put the permissions, people, and procedures in place to run their own BVLOS drone operations.

Our regulatory team has first-hand experience of the process. heliguy™ has secured UK CAA approval under UK SORA at SAIL II for multi-site drone-in-a-box operations - enabling automated DJI Dock 3 flights at two Network Rail sites.

We now use that experience to help enterprise teams unlock BVLOS for themselves - accelerating the adoption of drone-in-a-box systems and remote, automated data capture.

heliguy™ can support you with:

• Regulatory consultancy: Identifying the right BVLOS pathway, then preparing, building, and submitting your UK SORA application to the UK CAA.

• Remote pilot training: RPC-L1 training, plus a structured pathway to build the experience your pilots need for BVLOS operations.

• Operations Manager training: The Ofqual-regulated Level 5 Award For UAS Operations Managers.

• Operations Manual support: Developing the procedures, emergency plans, and documentation that underpin your BVLOS operations.

• Equipment: Supplying and supporting the DJI Dock ecosystem, including the new

  DJI Dock 4 with DJI Matrice 5TD

For more details, contact us.

Organisations wanting to conduct their own BVLOS operations need an Operational Authorisation from the UK CAA, in the Specific Category.

Since 23 April 2025, applications have been made using UK SORA (Specific Operations Risk Assessment), which replaced the Operating Safety Case (OSC) methodology.

UK SORA assesses the ground and air risk of your proposed operation to determine its SAIL (Specific Assurance and Integrity Level). The SAIL sets the Operational Safety Objectives (OSOs) you must meet - and how robustly you need to evidence them.

Your application should cover aspects such as:

• Concept of Operations: What, where, and how you intend to fly - including your operational and contingency volumes.

• Ground risk: The population beneath and around your operation, and mitigations such as a ground risk buffer or parachute system.

• Air risk: The likelihood of encountering crewed aircraft, and strategic mitigations - such as operating within an Atypical Air Environment (AAE).

• Capability of the drone: Including technology to support airspace integration - such as detect-and-avoid, electronic conspicuity devices, PNT (position, navigation, and timing), or command and control (C2) link.

• Remote pilot competency:

  The training and qualifications of your remote pilots - for example, RPC-L2 for BVLOS in an AAE.

• Additional approvals: Such as Dangerous Goods Approval and Airspace Change Proposals, where applicable.

• Stakeholder engagement: Coordination with organisations such as local air traffic service providers, other airspace users, and the military (if applicable).

A UK SORA authorisation can also cover multiple operating sites - as demonstrated by heliguy™'s multi-site approval for drone-in-a-box operations at Network Rail.

Existing OSC Holders

If you hold an OSC-based Operational Authorisation, it remains valid until its expiry date, and you can still apply for variations until then.

When the time comes to reapply, your application will need to be made through UK SORA.

Support With Your UK SORA Application

heliguy™ has an in-house regulatory team to help you prepare, build, and submit a tailored UK SORA application to the UK CAA.

We can also help existing OSC holders plan their transition to UK SORA ahead of renewal.

The UK CAA's Future of Flight BVLOS Roadmap (CAP3182) sets out how BVLOS operations will scale in the UK - with the aim of enabling routine BVLOS by 2027.

Routine BVLOS is already possible today - either within an Atypical Air Environment, or through a bespoke UK SORA application.

The roadmap divides drone operations into seven pathways: two VLOS and five BVLOS.

It focuses on three core BVLOS pathways: Atypical Air Environments; Integrated Low-level BVLOS Over Urban Areas; and Fully-integrated BVLOS.

The two remaining BVLOS pathways cover Non-military State Aircraft, and Test & Evaluation operations.

• Definition: Airspace close to specific ground infrastructure, where the likelihood of encountering crewed aircraft is greatly reduced. An AAE is not a separate airspace classification, and can exist within any class of airspace.

• Examples: Within 100ft of a building or structure; within 50ft of a permanent linear feature, such as a railway, road, or powerline; or up to 50ft within private property, such as an industrial site.

• Typical Applications: Linear infrastructure inspection (eg power lines, railways, wind turbines); security and surveillance; and agriculture (eg crop spraying).

• Air Risk: Residual ARC-a - with no detect-and-avoid required.

• Remote Pilot Competency: RPC-L2 is now the baseline expectation.

• Electronic Conspicuity: ADS-B Out on 978MHz, and ADS-B In on 978MHz and 1090MHz - typically via a Universal Access Transceiver (UAT) device.

• C2 Link: Approved for SAIL 1 to SAIL 3 operations.

• Key Guidance: CAP 3040 (Third Edition), including annexes on smoothing, railway and windfarm infrastructure, and operational volumes.

• Roadmap: Single-operator operations now. 2026 marks the transition to multiple operators sharing the same AAE, using UTM (UAS Traffic Management) for flight planning and strategic deconfliction. The AAE definition will be continually reviewed - potentially opening up more locations and greater volumes.

heliguy™ has already secured BVLOS permissions to operate the DJI Dock ecosystem in an AAE. Read our breakdown of CAP 3040.

• Definition: BVLOS operations integrated with other airspace users in low-level airspace (below 500ft AGL) over populated areas.

• Typical Applications: Last-mile deliveries (eg medical supplies, pathology samples, consumer goods); and inspection.

• Example: The London Health Bridge, which began in 2024, flies between two London hospitals within a Temporary Reserved Area (TRA).

• Airspace: Today, enabled through temporary airspace structures - such as a TRA or Temporary Danger Area (TDA), with a Transponder Mandatory Zone (TMZ) and bespoke entry conditions. Setting these up requires an Airspace Change Proposal, typically taking around 8 to 12 months.

• Air Risk: Residual ARC-a today, achieved through segregation. Operations without temporary structures move to ARC-b, and then ARC-c - requiring approved detect-and-avoid.

• Roadmap: Today - single operator with bespoke entry conditions. 2026 to 2027 - multiple operators in controlled airspace, reducing reliance on temporary structures. 2028 and beyond - multiple operators in uncontrolled airspace, with ARC-c approved detect-and-avoid and mandatory electronic conspicuity for all aircraft.

• Definition: BVLOS operations integrated with other airspace users in all airspace.

• Typical Applications: Emergency air services; offshore asset inspection; and middle-mile deliveries between warehouses and distribution centres.

• Airspace: Today, largely conducted in segregated airspace - for example, offshore monitoring within a Temporary Danger Area (TDA) - or in specific volumes, such as a TRA and TMZ, with bespoke entry conditions.

• Air Risk: Residual ARC-a today, through segregation - moving to ARC-b, and then ARC-c and above, as detect-and-avoid and UTM mature.

• Key Guidance: The UK CAA's Detect and Avoid Policy Concept (CAP3015), updated to Version 2 in September 2026.

• Roadmap: Today - segregated operations, and specific volumes with bespoke entry conditions. 2026 to 2027 - operations in controlled airspace begin, without temporary airspace structures. 2028 and beyond - operations in controlled and uncontrolled airspace.

• Definition: BVLOS operations conducted by non-military state aircraft.

• Status: In development - the UK CAA is working with partners across government on this pathway, and has not covered it in detail in the BVLOS Roadmap.

• Definition: Initial BVLOS testing and development of new drones and technology.

• Operational Scope: For operators wanting to test and demonstrate aircraft, air and ground systems, and operations - building evidence for future operations in shared airspace.

• Airspace: Segregated airspace, where air and ground risk is minimal - such as a Danger Area or Temporary Danger Area (TDA).

• Key Guidance: CAP3145, which sets out a process to enable these operations.

Outside the roadmap's five BVLOS pathways, there are other routes for operators getting started with BVLOS.

• Definition: An operation where collision avoidance is achieved through the ‘unaided visual observation’ of a human - using additional observers to visually ‘scan’ a block of airspace for conflicts.

• Operational Scope: Suited to operators wanting to build BVLOS experience, who can't yet evidence technical mitigations for mid-air collision risk, such as detect-and-avoid.

• Remote Pilot Competency: RPC-L1

Operations that don't fit a defined pathway can still be authorised through a bespoke UK SORA application.

However, there is a greater requirement on the applicant to demonstrate their operation is safe and meets the intent of current UK policy.

As such, applications may take additional time to assess and complete.

heliguy™'s regulatory team can help you build the evidence for a bespoke application.

Applicants should consider which BVLOS pathway is best for them.

For example:

• Operations close to infrastructure or buildings, where there is a very low probability of encountering another aircraft, may suit Pathway 1: Atypical Air Environment (AAE).

• Operations involving deliveries over populated areas are likely to follow Pathway 2: Integrated Low-level BVLOS Over Urban Areas.

• Those wishing to test or demonstrate an aircraft or technology, without integrating with other airspace users, may find Pathway 5: Test & Evaluation appropriate.

• Operators wanting to build BVLOS experience, without the technical mitigations needed to manage mid-air collision risk, may consider BVLOS with visual mitigations.

• Operations that don't fit a defined pathway may need a bespoke UK SORA application.

Each operation is different and may require a tailored regulatory path.

heliguy™'s regulatory team can help you identify the right pathway for your operation before you begin your UK SORA application.

The UK CAA says that Detect and Avoid (DAA) technology is a critical enabler for BVLOS operations and the safe integration of drones into the wider airspace.

In September 2026, the CAA published Version 2 of its Detect and Avoid Policy Concept (CAP3015).

It sets clearer expectations for testing, evidence, and regulatory review - and adds more detail on pilot interaction, automation, and alerting. It also introduces an initial policy position on encounters between uncrewed aircraft.

Applicants may be able to use relevant previous testing, or recognised standards, to support their application.

CAP3015 remains a live policy concept in a controlled test phase, rather than a blanket approval route. Each application is still assessed on an operation-specific basis.

Do You Need DAA?

Under UK SORA, operations with a residual ARC-a - such as those within an AAE - do not require DAA-based tactical air-risk mitigation.

The CAA's roadmap expects DAA approvals to extend to ARC-b and then ARC-c environments, as the low-level urban and fully-integrated pathways mature.

Longer term, the CAA anticipates an electronic conspicuity mandate for crewed aircraft - expected around 2028 to 2029 - to support fully-integrated operations.