Foreign drone manufacturers, distributors, component suppliers, and service companies frequently make the same mistake when entering the United States market: they assume there is one “drone agency” they need to satisfy or they assume satifying things with one agency fixes everything with everyone else. Those are two misunderstandings that can cost a lot of time and money.
The United States regulates unmanned aircraft through a web of federal agencies, each with its own statutes, regulations, enforcement attorneys, and penalty structures. The Federal Aviation Administration (FAA) controls the safety side of flying. The Department of Transportation (DOT) controls the economic side of operating aircraft commercially. U.S. Customs and Border Protection (CBP) controls what crosses the border inbound. The Commerce and State Departments control what crosses the border outbound — including “deemed exports” that never physically leave the country. The Federal Communications Commission (FCC) controls the radio transmitters inside every drone and controller. And on top of all of that sits a rapidly hardening layer of country-of-origin restrictions aimed primarily, but not exclusively, at Chinese-made aircraft and components.
A foreign company can be perfectly compliant with five of these regimes and still have its entire U.S. business model destroyed by the sixth. I have seen shipments seized at the port, equipment authorizations denied, declarations of compliance rescinded, equipment siezed in wharehouses, and hundreds of thousands of dollars of fines imposed.
This article is a roadmap for foreign companies selling drones, drone components, or drone services into the United States, or operating drones inside the United States. Each section gives you the essentials, flags how that topic interacts with the others, and links out to my in-depth articles on each subject so you can go deeper where your business needs it.
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The Big Picture: Who Regulates What in the U.S. Drone Market
The United States is a federated system. Federal law, state law, county ordinances, and even city rules can all apply to a single drone operation at the same time. I walk through that entire structure — federal public laws, the Federal Aviation Regulations, the other federal agencies, the 50 states, and international resources — in my Ultimate Guide to Drone Laws. For a foreign company doing business here, the federal layer is where most of the landmines sit, and it breaks down roughly like this:
- FAA — aircraft registration, pilot certification, operating rules (Part 107 for under 55 pounds, exemptions and Part 91 for 55 pounds and heavier), Remote Identification under 14 CFR Part 89, and airworthiness.
- DOT (Office of the Secretary) — economic authority to engage in air commerce, including the foreign civil aircraft permit regime in 14 CFR Part 375, plus hazardous materials transportation rules administered with PHMSA. See my article on DOT Economic Authority and Part 375.
- CBP (Department of Homeland Security) — tariff classification, duties (including Section 301 China tariffs), intellectual property enforcement at the border, and forced labor enforcement under the Uyghur Forced Labor Prevention Act. See my Drone Import Laws article.
- Commerce Department (BIS) and State Department (DDTC) — the Export Administration Regulations and the International Traffic in Arms Regulations. See my Drone Export Control Laws article.
- FCC — equipment authorization for every radio transmitter in your product, and now the Covered List restrictions on foreign-made unmanned aircraft systems and critical components. See my article on the FCC adding foreign drones to the Covered List. See also my other article on the Drone Import and Marketing Ban.
- NTSB, NOAA, NPS, DOI, and the states — accident reporting, protected airspace areas, land-use restrictions, and state procurement laws.
Keep this map in mind as you read. Nearly every business decision a foreign drone company makes — where to manufacture, which components to source, whom to hire, how to ship, what frequencies to use — touches multiple agencies.
Federal Aviation Administration: Registration, Pilots, and Operations
The FAA enforces the Federal Aviation Regulations. Aircraft are registered depending upon weight.
14 CFR Part 47 is for small to large aircraft (55 pounds and heavier) registration. For foreign companies the first surprise usually arrives at aircraft registration. Under 49 U.S.C. § 44102, an aircraft may be registered in the United States only if it is owned by a U.S. citizen, a permanent resident, or a corporation organized under U.S. law — and for non-citizen corporations organized in the U.S., 14 CFR § 47.9 adds the requirement that the aircraft be based and primarily used in the United States, with at least 60 percent of flight hours accumulated here. A foreign parent company that simply ships aircraft to a U.S. sales office and tries to register them in its own name will hit this wall.
For small unmanned aircraft under 55 pounds, registration runs through 14 CFR Part 48 (the online FAA DroneZone system). Part 48 contains its own treatment for foreign owners: for aircraft owned by foreign persons and operated in the United States, the certificate the FAA issues functions as a recognition of ownership rather than a full certificate of U.S. registration. Aircraft weighing 55 pounds or more cannot use Part 48 at all — they must be registered under Part 47 with an N-number, which is one of the many reasons heavy drones are a different legal animal (more on that below and in my dedicated guide).
On the pilot side, the good news is that Part 107 does not require U.S. citizenship. A foreign national employee can obtain an FAA remote pilot certificate if they are at least 16, can read, speak, write, and understand English, pass the aeronautical knowledge test, and clear Transportation Security Administration vetting. What trips up foreign companies is not the certificate — it is everything wrapped around the operation: Remote ID compliance (next section), airspace authorizations, waivers for advanced operations, and, critically, export controls that can be violated simply by letting the wrong employee access controlled technical data, as discussed in the export section below.
Foreign aircraft registered in another country raise an additional layer. Under 49 U.S.C. § 41703, foreign civil aircraft may be navigated in the United States only under specific conditions, and Part 89 requires the operator of a foreign-registered civil unmanned aircraft to file a notice of identification with the FAA before operating here. Layered on top of the FAA’s safety authority is the DOT’s separate economic authority over foreign civil aircraft, covered in its own section below — two different approvals from two different regulators that foreign operators routinely conflate.
Finally, remember that the FAA is only the beginning. A drone that is perfectly legal to fly under Part 107 can still be illegal to sell because its transmitter lacks an FCC equipment authorization, or illegal to import because of a forced-labor finding. Each of those regimes is covered below.
Part 89 Remote Identification: The Market Gatekeeper for Manufacturers
If you manufacture drones for the U.S. market, 14 CFR Part 89 — the Remote Identification rule — is effectively a market-access gate. The FAA describes Remote ID as a “digital license plate” for unmanned aircraft: the aircraft must broadcast identifying information (serial number or session ID, position, velocity, control station location, emergency status, and a time mark) over unlicensed spectrum receivable by ordinary personal wireless devices.
The rule has two halves. The operational half requires nearly all registered unmanned aircraft flying in the United States to remotely identify, with four paths to compliance: fly a Standard Remote ID aircraft, attach a Remote ID broadcast module (visual-line-of-sight only), fly inside an FAA-Recognized Identification Area (FRIA), or obtain an authorization or exemption not to broadcast. The production half is what foreign manufacturers must internalize: aircraft produced for operation in the United States must be designed and produced as Standard Remote ID aircraft in accordance with an FAA-accepted means of compliance, and the manufacturer must submit a declaration of compliance (DOC) that the FAA accepts and lists publicly at the FAA’s DOC database. The performance requirements include tamper resistance — the operator must not be able to disable the broadcast — and a self-test that prevents takeoff if Remote ID is not functioning.
Foreign manufacturers should study what happened with DJI’s rescinded declaration of compliance. In 2023, the FAA rescinded a DOC in the Federal Register after DJI reported that a DOC application apparently filed under its name covered products that did not actually comply with Part 89’s performance requirements. The lesson is twofold: the FAA polices this list, and your internal controls over who submits regulatory filings in your company’s name matter enormously. A rescinded DOC means the affected serial numbers are no longer compliant aircraft — a direct hit to your customers and your brand.
Remote ID also interlocks with the other regimes in this article. The broadcast requirement is implemented through radio transmitters, which must themselves be authorized by the FCC — and as discussed in the FCC section below, foreign-made drones and critical components now face Covered List restrictions on new equipment authorizations. And if your aircraft is registered in a foreign country, the notice-of-identification filing mentioned above applies before U.S. operations. For the complete treatment — including FRIAs, exemptions from broadcasting, the compliance timeline, and how to verify whether a given aircraft has a valid DOC — see my full article on Part 89 Remote Identification.
Department of Transportation: Economic Authority and Hazardous Materials
Foreign companies routinely assume that the FAA and the DOT are the same thing. Organizationally the FAA sits inside the DOT, but legally they exercise two distinct kinds of authority, and you may need approvals from both. The FAA administers safety: pilot certificates, airworthiness, operating rules. The Office of the Secretary of Transportation administers economics.
This distinction bites foreign drone companies in a specific place: 49 U.S.C. subtitle VII reserves “air carrier” economic authority to citizens of the United States, and the citizenship definition in 49 U.S.C. § 40102(a)(15) requires, among other things, that the company be under the actual control of U.S. citizens, that the president and at least two-thirds of the board be U.S. citizens, and that at least 75 percent of the voting interest be owned or controlled by U.S. citizens. A foreign-owned entity that wants to run drone package delivery for compensation — which requires Part 135 certification and DOT economic authority — has a structural corporate problem to solve long before the first flight, not merely a paperwork problem.
For foreign operators bringing foreign civil aircraft into the United States for commercial purposes such as demonstrations, aerial work, or surveys, DOT maintains the foreign civil aircraft permit regime under 14 CFR Part 375. Part 375 governs what foreign civil aircraft may do in U.S. airspace as a matter of economic policy — separate from, and in addition to, everything the FAA requires as a matter of safety. If you are a foreign manufacturer planning a U.S. demonstration tour for a foreign-registered aircraft, you should be analyzing Part 375, the FAA operating rules, the Part 89 notice of identification.
The DOT side of the house also administers the hazardous materials transportation regulations with the Pipeline and Hazardous Materials Safety Administration (PHMSA) in 49 CFR parts 171–180. There are however ways this set of regulations can we exempted.
Importing Drones into the United States
Everything your company physically ships into the United States passes through the jurisdiction of U.S. Customs and Border Protection, and as the importer of record you are held to a “reasonable care” standard across a startling range of obligations. My full article on Drone Import Laws, authored with customs attorney Jennifer Diaz, covers this in depth; here is what foreign sellers most need to understand.
Classification. Every imported product must be correctly classified under the Harmonized Tariff Schedule of the United States. Drones finally received their own tariff lines when a December 2021 presidential proclamation adopted new HTSUS codes specific to unmanned aircraft. Misclassification is not a clerical foot-fault: CBP can assess penalties scaled to negligence, gross negligence, or fraud.
Duties and country of origin. The declared country of origin drives duty rates, trade-program eligibility, and sanctions exposure. Chinese-origin unmanned aircraft carry an additional 25 percent duty under Section 301 of the Trade Act on top of standard rates, and members of Congress have repeatedly pushed for higher rates and new restrictions. Foreign companies attempting to manage this through third-country assembly need to understand the substantial transformation rules before they build the supply chain, not after CBP issues a penalty notice.
Forced labor. Section 307 of the Tariff Act of 1930 (19 U.S.C. § 1307) bars importation of goods made wholly or in part with forced labor, and the Uyghur Forced Labor Prevention Act creates a rebuttable presumption against goods with a nexus to the Xinjiang region or to listed entities — rebuttable only by clear and convincing evidence. CBP has already held up drone imports from a major Chinese manufacturer on forced labor grounds. You are expected to know your supply chain from raw materials to finished goods.
Intellectual property. CBP enforces trademarks and copyrights at the border and will detain, seize, or destroy infringing goods. If you own U.S.-registered marks, record them with CBP’s e-recordation program so the border works for you rather than against you. I know of one large shipment of drones was held up in custom due to alleged intellectual property violations.
The ICTS supply-chain rulemaking. In January 2025, the Commerce Department’s Bureau of Industry and Security issued an advance notice of proposed rulemaking on securing the information and communications technology and services supply chain for unmanned aircraft systems — a signal that transaction-level restrictions on foreign drone technology, above and beyond tariffs, are on the trajectory. Combined with the FCC Covered List developments discussed below, the import picture for foreign-made drones is tightening from multiple directions at once, and import planning now has to be done alongside FCC equipment authorization planning rather than in isolation.
The FCC is also working on prohibiting the importation of certain drones and parts. See my article here.
Export Controls: EAR and ITAR Reach Foreign Companies Operating Inside the U.S.
Here is the counterintuitive rule that catches more foreign drone companies than any other: United States export control law applies to your U.S. operations even if you never ship anything out of the country. The two regimes are the Export Administration Regulations (EAR), administered by the Commerce Department’s Bureau of Industry and Security, and the International Traffic in Arms Regulations (ITAR), administered by the State Department’s Directorate of Defense Trade Controls. My comprehensive article on drone export control laws covers who must comply, what is controlled, and the enforcement landscape; the essentials for foreign companies follow.
Deemed exports. Under 15 CFR § 734.13, releasing controlled technology or source code to a foreign national inside the United States is “deemed” an export to that person’s home country. A foreign-owned drone company with engineers, technicians, or even visiting executives from the home office can commit an export violation in its own U.S. conference room. If your U.S. subsidiary holds controlled technical data — flight controller source code, performance data on long-endurance aircraft, spray system specifications — access by your own foreign-national employees may require a license.
Commercial drones are controlled more often than you think. Dual-use classifications sweep in ordinary commercial products: ECCN 9A012 reaches unmanned aircraft designed for controlled flight beyond the operator’s natural vision with endurance of 30 minutes or more in 25-knot wind gusts (or 60 minutes or more regardless), ECCN 9A120 reaches spray drones with aerosol dispensing capacity above 20 liters, and ITAR Category VIII(h)(12) in 22 CFR § 121.1 reaches true swarming flight control systems that adapt in real time to operational or threat environments. Long-endurance heavy-lift aircraft — the same ones discussed in the 55-pound section below — are especially likely to trip these thresholds.
Penalties are severe and enforcement is active. Violations run from thousands of dollars in civil fines to twenty years’ imprisonment per violation. The Justice Department and BIS operate the Disruptive Technology Strike Force targeting illicit technology transfers, and prosecutions involving UAV components funneled to Russia and Iran are a stated priority, as the State Department’s industry guidance on Iran’s UAV activities makes clear.
Do not “fix” export compliance with citizenship-based hiring. Companies that respond to ITAR anxiety by refusing to hire non-citizens violate the Immigration and Nationality Act’s anti-discrimination provision. The Justice Department has settled with a major law firm over exactly this misunderstanding and has sued other prominent companies on the same theory. ITAR limits access to certain data to U.S. persons as defined in the regulations — which includes lawful permanent residents, asylees, and refugees — and it does not authorize citizens-only hiring.
Export classification also feeds back into your FAA work: when you submit manuals and technical data to the FAA for an exemption or a Section 44807 determination, export-controlled material must be submitted in a compliant manner, a point I address in the heavy-drone section next-to-last below and in the large drone guide.
FCC Equipment Authorization and the Covered List
Every drone and every controller contains radio transmitters, and in the United States a wireless transmitter generally cannot be marketed or sold without an FCC equipment authorization. The FCC has fined drone sellers heavily for marketing non-compliant transmitters — including a $2.8 million proposed penalty against HobbyKing — so this was already a compliance area foreign sellers could not ignore. It has now become something much bigger.
As part of the equipment authorization application, the applicant certifies under 47 CFR § 2.911 that it is not an entity producing “covered” equipment on the FCC’s Covered List, created under the Secure and Trusted Communications Networks Act. The FCC will not issue an equipment authorization for covered equipment. In December 2025, following a national security determination by an Executive Branch interagency body, the FCC announced the addition of foreign-produced unmanned aircraft systems and UAS “critical components” — flight controllers, data transmission devices, ground control stations, navigation systems, sensors and cameras, batteries and battery management systems, motors, and associated software — to the Covered List. This is the first time an entire category of equipment, rather than named entities’ products, has been added. Temporary carve-outs exist (notably for Blue UAS Cleared List items until January 1, 2027, and for components qualifying as domestic end products), and affected companies can seek a one-year Conditional Approval, which requires, among other things, an onshoring plan for manufacturing UAS critical components.
The practical consequence for foreign manufacturers is stark: existing equipment authorizations remain valid for now, so previously authorized models can still be imported, sold, and used — but new foreign-made drone models and critical components face a closed door at the FCC absent a Conditional Approval or exemption. Because a Standard Remote ID drone is, by definition, a broadcasting device, this FCC development sits directly upstream of your Part 89 compliance and your entire U.S. product roadmap. I walk through the definitions, the exemptions, the Conditional Approval process, and the frequently asked questions in my dedicated article on the FCC’s addition of foreign drones and critical components to the Covered List, and the related statutory background in my NDAA 2025 article. See also this article. https://jrupprechtlaw.com/fcc-drone-import-marketing-ban/
If you need an FCC Conditional Approval or a DCMA Blue Listing, contact us as we can help.
The benefit to the Blue Listing is that there are benefits to selling to the military and also doubles as an NDAA compliance proof which is very valauble when customers purchase for purposes of competing on government contracts where there are NDAA compliance requirements.
Drones 55 Pounds and Heavier: A Different Regulatory Universe
Part 107 — the relatively streamlined commercial drone rule — only reaches unmanned aircraft weighing less than 55 pounds. The moment your aircraft weighs 55 pounds or more at takeoff, you leave Part 107 entirely and enter the world of Part 91 operating rules, Part 47 N-number registration, Section 44807 airworthiness determinations, and petitions for exemption. Foreign heavy-lift and agricultural drone manufacturers targeting the U.S. market need to plan for this from day one, because the approvals attach to specific aircraft, specific operators, and specific operations. My Ultimate Guide to Large Drones (55 lbs and Heavier) covers this ecosystem end to end; here is the shape of it.
The core problem is airworthiness: 14 CFR § 91.7 requires civil aircraft to be airworthy, and most drone manufacturers have no type certificate or airworthiness certificate. Congress solved this with 49 U.S.C. § 44807, which lets the FAA determine that certain unmanned aircraft do not need an airworthiness certificate. A 44807 determination applies to the make and model — once granted, it benefits every customer flying that aircraft — which makes it extraordinarily valuable to a manufacturer. The determination is almost always paired with a petition for exemption from the operating regulations the operator cannot practically satisfy, and the exemptions come with a “blanket” certificate of authorization defining where flights may occur relative to airports.
Stacked on top: each aircraft needs a Part 47 N-number registration (with the foreign-ownership citizenship issues discussed in the FAA section above applying in full force), each pilot needs a remote pilot certificate, some exemptions require medical certificates, spraying operations trigger the Part 137 agricultural aircraft rules, and carrying another person’s property for compensation triggers Part 135 — which brings back the DOT economic-authority and citizenship problems from the DOT section. And because heavy drones carry large battery banks and achieve long endurance, they are exactly the aircraft most likely to be export-controlled under ECCN 9A012 or, for large spray drones, ECCN 9A120 — meaning the manuals and technical data you submit to the FAA and share with U.S. partners must be handled under the export rules covered above. A foreign manufacturer that coordinates its 44807 petition, its export classification, its FCC authorizations, and its import planning as one program will beat competitors who discover each problem sequentially.
We have already develoepd ways to appropriately submit technical data to the FAA in a compliant manner. We have also obtained multiple 44807 determinations for aircraft.
Other Traps: Accident Reporting, State Laws, and Procurement Restrictions
A few additional regimes deserve brief mention because they routinely surprise foreign entrants.
NTSB accident reporting. The National Transportation Safety Board’s regulations at 49 CFR Part 830 require immediate notification for certain unmanned aircraft accidents. If your U.S. demonstration or customer flight goes wrong, there may be a federal reporting obligation on a very short clock — and a botched response compounds the problem.
State and local law. Beyond the federal layer, all 50 states have drone-related laws, and counties and cities add more. For foreign sellers, the most commercially significant state development is procurement restrictions: a growing number of states restrict or prohibit their agencies from purchasing or using drones manufactured in certain foreign countries, which shrinks the addressable government market for affected manufacturers regardless of anything the FAA or FCC does.
The NDAA layer. Federal statutes such as Section 848 of the FY2020 National Defense Authorization Act and Section 1709 of the FY2025 NDAA restrict federal procurement and operation of certain foreign-made drones and drove the FCC Covered List expansion discussed above. If federal, state, or critical-infrastructure customers are part of your U.S. strategy, the country-of-origin analysis belongs at the front of your market-entry plan, not the end.
Doing Business in the U.S.: Entities, Contracts, and Liability
Beyond the agency-by-agency requirements, foreign drone companies need to make several structural business decisions that interact with everything above.
Entity selection is a regulatory decision, not just a tax decision. As discussed in the FAA and DOT sections, aircraft registration eligibility under 49 U.S.C. § 44102 and air carrier citizenship under 49 U.S.C. § 40102(a)(15) turn on how your U.S. entity is organized, who sits on its board, who its officers are, and who actually controls it. Corporate counsel who form a standard Delaware subsidiary without knowing these aviation rules can unknowingly foreclose business lines the company planned to pursue. The time to run this analysis is at formation.
Distribution and dealer agreements should allocate regulatory risk explicitly. Who is the importer of record, and therefore who bears the reasonable-care obligations and penalty exposure at the border? Who is responsible for maintaining the FCC equipment authorizations and the Part 89 declarations of compliance for the products being sold? Who bears the loss if a declaration of compliance is rescinded or an equipment authorization becomes unavailable for a new model? What happens to inventory and minimum purchase commitments if a Covered List development, tariff change, or forced-labor detention makes a product line unsellable? These are now foreseeable events in the drone industry, and contracts drafted with generic templates handle none of them.
Product liability and insurance. Selling into the United States exposes foreign manufacturers to American product liability litigation, and operating here exposes service companies to aviation liability. Aviation-specific insurance for unmanned aircraft is a developed market, but underwriters will ask about your regulatory posture: whether the aircraft have valid declarations of compliance, whether operations are conducted under proper certificates, waivers, or exemptions, and whether the operating limitations in an exemption or certificate of authorization were being honored at the time of the loss. Noncompliance with the regimes in this article does not just create government enforcement risk — it can undermine your insurance coverage and hand plaintiffs a negligence-per-se theory in litigation.
How the Regimes Interact: Three Real-World Scenarios
Because the agencies above do not coordinate their requirements with each other, the best way to see the interactions is through the kinds of fact patterns that actually walk through my door.
Scenario one: an Asian manufacturer launching a new small drone model in the U.S. The aircraft flies beautifully and the company assumes the hard part is done. In reality, the launch depends on a chain of approvals: the new model’s transmitters need FCC equipment authorizations, which now run headlong into the Covered List restrictions on foreign-produced UAS and critical components unless an exemption or Conditional Approval or Blue Listing applies; the aircraft must be produced as a Standard Remote ID aircraft under an FAA-accepted means of compliance with an accepted declaration of compliance; the shipments must clear CBP with correct HTSUS classification, Section 301 duty payment, and a defensible UFLPA supply-chain file. Any one of those workstreams can delay or kill the launch date. The FCC piece alone can now be dispositive for a foreign-made model.
Scenario two: a European heavy-lift spray drone manufacturer. The aircraft weighs well over 55 pounds, so Part 107 is unavailable. The company needs a Section 44807 determination for the make and model, exemptions for its customers, Part 47 N-number registrations, and its customers doing agricultural work need Part 137 operating certificates. Because it is with more than 20 liters of dispensing capacity, it is very likely export-controlled under ECCN 9A120 which means it cannot be sold to just anyone in the United States. Registration in the customers’ names raises the 49 U.S.C. § 44102 citizenship analysis for any customers that are themselves foreign-owned.
Scenario three: a foreign drone services company winning U.S. inspection contracts. No aircraft are being sold at all, yet nearly every regime still applies. The pilots need Part 107 remote pilot certificates (available to foreign nationals, with TSA vetting). The aircraft need U.S. registration — raising the foreign-ownership registration issues — or, if foreign-registered, a Part 89 notice of identification plus the DOT’s Part 375 foreign civil aircraft analysis. If the business model grows into carrying customers’ property for compensation, the Part 135 and DOT economic citizenship problems arrive. And if the company’s fleet is foreign-made, its state and federal government customers may be barred from hiring it under procurement restrictions regardless of its FAA paperwork.
A Compliance Roadmap for Foreign Companies Entering the U.S. Drone Market
Sequencing matters. Based on the interlocking requirements above, here is the order in which I recommend foreign companies work the problem:
- Classify your products under the export regulations first. Determine whether your aircraft, components, software, and technical data are EAR- or ITAR-controlled before you hire U.S. staff, open a U.S. office, or send technical data across the border — because deemed export exposure begins the moment controlled data is accessible to the wrong person.
- Resolve the FCC question early. Confirm whether your products can obtain (or already hold) equipment authorizations in light of the Covered List developments, and evaluate Conditional Approval, obtaining a Blue Listing, or trying to build in the United States (but also consider your parts and whether you may have supply chain problems). There is ALOT to this area. I would highly suggest you get a paid call to go over the issues.
- Build the import compliance file. HTSUS classification, country-of-origin and Section 301 analysis, UFLPA supply-chain tracing, and IP recordation, per the import article.
- Structure the U.S. entity with aviation citizenship rules in mind. Registration eligibility under 49 U.S.C. § 44102 and, if you will operate commercially, the DOT citizenship and Part 375 issues, should shape your corporate formation documents.
- Obtain the FAA approvals your products and operations need. Remote ID means of compliance and declarations of compliance for manufacturers; Part 107 certificates, waivers, or 44807 determinations and exemptions for operations, including heavy aircraft.
- Stand up ongoing compliance. Monitor DOC status, equipment authorization developments, tariff changes, state procurement legislation, and NDAA amendments — this landscape has changed materially every single year, and the pace is accelerating.
Frequently Asked Questions from Foreign Companies
Can a foreign citizen get an FAA remote pilot certificate?
Yes. Part 107 has no citizenship requirement. The applicant must be at least 16, be able to read, speak, write, and understand English, pass the knowledge test, and clear TSA security vetting. What foreign companies should watch instead is what technical data those pilots and their colleagues can access — that is an export control question, not a pilot certification question.
Can our foreign parent company register drones in the United States?
Generally not directly. Registration eligibility under 49 U.S.C. § 44102 is limited to U.S. citizens, permanent residents, and U.S.-organized corporations, with the non-citizen corporation route in 14 CFR § 47.9 requiring the aircraft to be based and primarily used in the United States. Most foreign companies solve this with a properly structured U.S. subsidiary. For small drones under Part 48, there is a separate mechanism recognizing foreign ownership. Get the corporate structure right before you buy or ship the fleet.
We already sell drones in the U.S. Does the FCC Covered List action shut us down?
Not immediately for existing models. FCC is proposing to ban the import and marketing of foreign drones. The problem is prospective: new foreign-made UAS and critical components are barred from receiving new equipment authorizations absent an exemption or a Conditional Approval, and the FCC has asserted independent authority to revisit existing authorizations. Your product roadmap — every new model, and every hardware revision requiring a new authorization — is where the exposure sits. See my full analysis of the Covered List action.
We only sell components, not complete drones. Are we affected?
Maybe. The Covered List action on foreign produced items reaches UAS “critical components” — flight controllers, data transmission devices, ground control stations, navigation systems, sensors and cameras, batteries and battery management systems, motors, and associated software. On the export side, individual components and technical data carry their own classifications independent of any aircraft. And on the import side, classification, origin, and forced labor obligations apply at the component level too.
Do we need a lawyer in every one of these areas?
You need a coordinated plan more than you need six disconnected specialists. The expensive failures I see are almost never caused by a hard legal question — they are caused by sequencing. Whoever leads your U.S. market entry should be responsible for the whole map in this article, and should bring in customs, export, and aviation counsel at the points where your facts demand it.
Conclusion
The United States remains one of the largest and most lucrative drone markets in the world, but it is not a market you can enter with a good product and a shipping account. FAA, DOT, CBP, Commerce, State, and FCC each hold a veto over some part of your business, and the interactions between their regimes — Remote ID and FCC authorization, heavy aircraft and export control, imports and the Covered List, corporate structure and aircraft registration — are where foreign companies most often stumble. The companies that succeed treat U.S. regulatory strategy as a single integrated program from the beginning.
If your company is planning to sell drones, components, or drone services into the United States — or is already here and wants to pressure-test its compliance posture — contact me and we can work through your situation together.
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Following the recent introduction of its Advanced Drone Motor (ADM), PMW Dynamics takes a closer look at the engineering decisions and manufacturing philosophy that underpin the platform. The ADM has been developed as a purpose-engineered propulsion solution, combining high performance with reliability and assured supply for demanding UAV applications.
As UAVs play increasingly critical roles in defence, security surveillance, and sensitive national-level applications, system integrity and source traceability have never been more vital. Addressing this need, PMW Dynamics has engineered the ADM entirely within the UK, underlining its commitment to domestic design excellence and British manufacturing integrity.
Meeting the Needs of High-Performance UAV Platforms
The ADM is designed to deliver a compelling balance of power, efficiency, and compactness, a combination essential for propulsion and lift systems in cutting-edge UAV architectures. Its initial specification highlights include:
- Peak Torque: 2.6 Nm
- Peak Speed @ Peak Torque: 3,750 RPM
- Rated Voltage: 48 V DC
- Outer Diameter: 90 mm (nominal)
- Overall Height: 30 mm (nominal)
- Peak Current (180 s): 32A
- Peak Power (180 s): 1.1 kW
- Kv: 97.5 RPM/Vpk
These headline figures underscore a carefully optimised design for high-demand UAV applications where dynamic response, precise control, and power density are critical performance differentiators.
Engineering and Manufacturing, British at Every Step
Unlike many globally sourced off-the-shelf components, the ADM has been designed, developed, and manufactured entirely in the United Kingdom by PMW Dynamics’ expert engineering team. This vertical integration not only ensures stringent quality control but also enhances supply-chain resilience, a significant advantage for defence, government, and security sector customers seeking assured sources and traceability.
In an era where global supply uncertainty can impact mission-critical programmes, UK-based innovation and production provide both strategic confidence and engineering transparency, reinforcing PMW Dynamics’ longstanding reputation for robust British-built motion solutions.
Ready to explore ADM with us?
With initial data now published, PMW Dynamics invites aerospace, defence, and UAV system integrators to discuss their specific motor requirements and explore how the ADM can be configured to meet bespoke performance targets.
PMW Dynamics will also be showcasing the ADM at Eurosatory, Paris, and the Farnborough International Airshow, providing an opportunity to view the motor in person and engage directly with the engineering team.
For detailed specifications, technical dialogue, or application support, contact PMW Dynamics’ experienced application engineers today.
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Globalstar (NASDAQ: GSAT), a next-generation telecommunications infrastructure and technology provider, today announces the successful completion of a joint technology trial with Skydio, the leading U.S. drone manufacturer and world leader in autonomous flight. The companies validated compatibility between the Skydio X10 and Globalstar’s licensed Band n53 spectrum, as well as Globalstar’s XCOM RAN private 5G platform.
Skydio and Globalstar’s trial evaluated Band n53 and XCOM RAN as a representative, high-performance alternative to traditional Wi-Fi or public cellular networks. Globalstar holds full licensed rights to Band n53, making the spectrum predictable, secure, and immediately available for operational testing. XCOM RAN delivers deterministic performance, high uplink throughput, and robust coherence in dense or challenging environments. Together, they enable reliable command, control, and streaming video performance for airborne operations.
“One of the biggest advantages in this trial was how quickly we were able to integrate Band n53 using an existing module already supported within Globalstar’s ecosystem,” said Skydio CTO Abe Bachrach. “It allowed us to move fast and begin real-world testing very quickly. We are excited about the capabilities XCOM RAN brings and looking forward to future collaboration on both indoor and outdoor use cases.”
“Skydio is one of the most innovative drone companies in the world and their public safety mission requires the most reliable connectivity possible,” said Globalstar CEO Dr. Paul E. Jacobs. “This trial highlights the strength of Band n53 and the XCOM RAN architecture for high performance uplink applications like autonomous drones. We are proud to support a future where first responders have the tools they need to move faster and stay safer.”
About Globalstar, Inc.
Globalstar is a global telecommunications provider connecting what matters most. Through our industry-leading low Earth orbit (LEO) satellite constellation and licensed Band 53/n53 spectrum, we deliver reliable satellite and terrestrial connectivity solutions that empower customers worldwide to connect, transmit, and communicate smarter.
Our comprehensive connectivity ecosystem includes software-defined, purpose-built private wireless network platform, coupled with Globalstar Band 53 in XCOM RANTM and trusted GPS messengers Saved by SPOTTM for safety and personal communication for business and enterprise applications.
Serving business, enterprises, and consumer markets across the globe, Globalstar supports applications that track and protect assets, enable automation, enhance operational efficiency, and safeguard lives. With unmatched reach and a relentless focus on innovation, and mission-critical performance, we’re redefining what’s possible for global connectivity.
To learn more, visit www.globalstar.com
About XCOM RAN
XCOM RAN by Globalstar is the next generation in private 5G, designed to support tomorrow’s mission-critical industrial automation requirements. XCOM RAN delivers unprecedented performance by taking a new approach to private 5G that increases capacity by 4x over first generation offerings, enabling flawless connectivity in the densest automation environments.
XCOM RAN can run on the shared spectrum traditionally used for private 5G deployments, but it can also leverage Globalstar’s licensed Band n53 as a dedicated band for worry-free private 5G deployments. Its new Supercell architecture removes the need for site surveys and network design, providing full coverage in industrial environments that can be deployed quickly and easily managed by an enterprise IT team.
To learn more, visit www.xcomran.com
About Skydio
Skydio is the leading U.S.-based drone manufacturer and world leader in autonomous flight, leveraging breakthrough AI to create the world’s most intelligent flying machines for use by public safety, government, utility, and enterprise customers. Skydio designs, assembles, and supports its products in the U.S. from its headquarters in San Mateo, California.
Founded in 2014, Skydio is trusted by industry leaders and backed by top investors and strategic partners, including Andreessen Horowitz, Levitate Capital, Next47, IVP, Playground, and NVIDIA. For more information, visit skydio.com
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A trusted marketplace expanding NDAA and Blue UAS compliance services.
SALT LAKE CITY, UT – UAS Nexus known across the global drone ecosystem for its industry leadership and behind-the-scenes engineering, has launched the Drone Syndicate Store, a comprehensive and vetted marketplace for NDAA and Blue UAS compliant components.
“It can be tough to scour the globe for drone parts when you’re looking to build an NDAA or BlueUAS compliant platform, so we developed a resource for OEMs and end-users to procure hardware quickly and reliability that layers into our technical engineering services. ” said CEO Bobby Sakaki of the next step for UAS Nexus.
The launch also introduces Platform One, UAS Nexus’ MOSA-first FPV platform that is compatible with most COTs components, offering a truly modular and scalable solution that leverages decentralized manufacturing to output over 10,000 aircraft per month.
“It’s simple, and it works with just about everything on the market – so you have a truly resilient supply chain because if one vendor is maxed out, you can leverage dozens of others. Plus when you manufacture on the edge, you can customize it however you want” said Head of Mechanical, Ryan LaBarre, who designed Platform One.
The Syndicate store operates through a membership request system, reflecting UAS Nexus’ ongoing work sourcing components with limited availability and specialized compliance requirements, as well as vetting end users..
This update represents a significant brand refresh and the debut of a dedicated storefront that highlights the work UAS Nexus has been building for years.
Learn more about UAS Nexus, Platform One, and The Syndicate by visiting uasnexus.com
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- EDGE and Anduril will establish the EDGE-Anduril Production Alliance in the UAE, a jointly-owned production, sales and sustainment vehicle for next-generation autonomous systems.
- Together, the parties will collaborate on Omen, a newly-developed hover-to-cruise Autonomous Air Vehicle (AAV) designed to pack the endurance, payload, and mission flexibility of much larger systems into a novel runway-independent group 3 airframe.
- The UAE will acquire the first 50 Omen systems, creating a guaranteed production base, expanding local supply chains, and accelerating the country’s path toward domestic mass production of AAVs.
- Omen is the first in a series of autonomous systems envisioned under the joint venture.
EDGE, one of the world’s leading advanced technology and defense groups, and Anduril, a global defense technology company, will launch a joint venture to accelerate the design, development, and production of autonomous systems to support civil and defense mission sets in the Middle East and surrounding regions. The United States and United Arab Emirates have a long-standing defense partnership rooted in shared security and commercial interests. Through this collaboration, Anduril and EDGE are deepening that alliance by co-developing critical capabilities that strengthen both nations’ commercial aerospace and defense ecosystems and expand access to advanced, software-defined technologies.
The joint venture will include the formation of a new jointly-owned production, sales and sustainment vehicle, the EDGE–Anduril Production Alliance, which will serve as a center of gravity for modern commercial and defense manufacturing in the region. The parties are in the process of finalising the detailed arrangements in line with the necessary US and UAE approvals required.
The joint venture will combine EDGE’s regional presence and established trust across the Middle East with Anduril’s expertise in rapid, software-driven development and large-scale production. Together, the companies aim to deliver the kind of affordable, fieldable mass that modern deterrence requires — systems that are capable, scalable, and ready for operational use for a wide range of commercial and defense applications. The UAE has confirmed the acquisition of 50 Omen systems, representing a decisive investment that anchors production and will accelerate the development of future co-developed systems.
H.E. Faisal Al Bannai, Chairman of EDGE Group, said: “Our strategic partnership with Anduril opens new pathways for EDGE to harness some of the most advanced autonomous systems engineering in the world. Embedding that capability in the UAE fundamentally accelerates how we innovate, build and field next-generation systems. Omen exemplifies this transformation, combining deep autonomy, operational intelligence, and local production to reinforce the UAE’s position at the forefront of autonomous air capability.”
Trae Stephens, Co-Founder and Executive Chair, Anduril said: “Defense innovation is measured not by ideas, but by the pace at which those ideas translate into capability. With EDGE, we’re aligning the means of production with the urgency of modern deterrence.”
An Alliance for Speed, Scale, and Sovereignty
Under the joint venture agreements, the parties will collaborate on defined projects, coordinate related business development globally, and oversee a shared portfolio of in-scope autonomous systems for military and civilian applications. Activities proposed for partnership through the joint venture may require U.S. and UAE government approval. EDGE and Anduril will work closely with U.S. and UAE authorities to ensure full compliance with applicable laws and regulations including trade compliance rules and regulations.
For EDGE, the joint venture brings access to Anduril’s continuously updated Lattice software platform, a foundational layer of AI-driven command and control that will supercharge both new and existing in-scope joint venture systems. For Anduril, the joint venture creates a trusted production base in the Middle East, allowing systems conceived in California and built in Ohio to be designed, adapted, and manufactured in Abu Dhabi for regional customers. Both companies share a philosophy: move fast, invest ahead of need, and deliver real capability.
Introducing Omen
The first of many systems that will be co-developed and locally produced is Omen, a hover-to-cruise Autonomous Air Vehicle (AAV) that will combine the endurance, payload, and autonomy of larger systems with the flexibility of a compact, runway-independent airframe. Omen builds on Anduril’s $850 million investment in mission autonomy technology and Group 3 VTOL development, paired with nearly $200 million in new investment from EDGE. Together, the companies will take the aircraft from development to full-rate production by the end of 2028.
The UAE has finalized an initial acquisition of 50 Omen systems, creating a guaranteed production base and manufacturing system, expanding local supply chains, and accelerating the country’s path toward domestic mass production of autonomous dual use aircraft, establishing a clear transition from co-development to serial production, operational deployment, and future export to regional and international customers.
Systems for the UAE and other allies will be produced locally by the EDGE-Anduril Production Alliance in the UAE, while U.S. orders are expected to be fulfilled at Anduril’s Arsenal-1 facility in Ohio.
Designed for Multi-Domain and Dual-Use Missions
Omen will provide long-range and high payload for distributed and expeditionary operations. Powered by Anduril’s Lattice for Mission Autonomy software, multiple aircraft will coordinate flight paths, share sensor data, and adapt behavior in real time, enabling new missions that bring the capabilities of much larger systems to smaller, more expeditionary units.
Its lightweight, foldable frame will allow a two-person team to transport, assemble, and launch the aircraft in minutes without specialized infrastructure. Built for endurance and heavy payloads, Omen will support missions ranging from maritime surveillance and logistics resupply to air defense sensing and communications relay.
Its open, modular architecture will enable reconfiguration for diverse missions across defense and civilian domains. Beyond military use, Omen will be optimized for a variety of commercial mission sets. For example, Omen could serve as an airborne cell tower to restore connectivity after natural disasters, support humanitarian relief, or deliver critical supplies to remote areas when ground access is cut off.
Built and Produced in the UAE
In addition to the EDGE-Anduril Production Alliance’s expected production and sustainment facilities, Anduril is establishing a permanent UAE presence with a 50,000-square-foot research, development, and virtual simulation centre, purpose-built to expand and evolve with future programmes. The facility will serve as a regional hub for engineering, design, and prototyping — supporting the development, integration, and testing of advanced autonomous systems and related hardware.
By co-investing ahead of need and embedding production capacity in the UAE, EDGE and Anduril are shortening the distance between concept and fielded capability. The joint venture represents a concrete step toward a more agile, self-reliant commercial and defense industrial base—one designed to produce real systems, at scale for the missions that matter most.
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We’re excited to announce a brand-new product from Angel Aerial Systems: the Trio Scout.
A lightweight, compact, ultra-quiet tricopter proudly manufactured in Ohio, USA.
100 minutes of hover time (yes, really!)
Optical camera with 40× zoom + 640×480 thermal camera
NDAA compliant
The Trio Scout is available now, giving customers access to more than double the flight endurance of the leading quadcopters in its class.
For fans of our original Trio drone — with its more efficient windmilling design — don’t worry, it remains our flagship product. We’re making additional improvements to push its flight time beyond even 2 hours, with release now planned for later 2026.
List price: $34,999
Current lead time: 10 weeks
https://angelaerialsystems.com/trio-scout%E2%84%A2
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Meet the immediate Tether Solution from ARASTELLE for Parrot ANAFI UKR, the only energy-sufficient ultra-portable tether made for Defense, Public Safety, Government agencies and Enterprise.
This tether solution turns in seconds the recently announced Parrot ANAFI UKR into a powerful watchtower.
https://www.parrot.com/en/drones/anafi-usa
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DroneSense, a leading public safety drone software provider, and Parrot, Europe’s leading commercial micro-UAV group, today announced a strategic partnership alongside the launch of the Parrot ANAFI UKR GOV micro-UAV at the 2025 Paris Air Show. This integrated solution delivers a Blue UAS / NDAA-compliant drone hardware and software platform tailored for U.S. public safety agencies navigating heightened regulatory demands and increasing mission complexity.
By combining Parrot’s trusted ANAFI UKR GOV hardware with DroneSense’s operationally proven software, the partnership introduces a new standard in situational awareness, tactical coordination, and Drone as First Responder (DFR) readiness. DroneSense will provide the complete bundle – hardware, software, and aftermarket care – directly to public safety agencies, ensuring fast deployment, reliable support, and uninterrupted mission capability.
The ANAFI UKR GOV drone features encrypted communications through local radio and 4G/5G cellular networks. Its advanced navigation capabilities enable precise flight even in GNSS-denied environments, using visual inertial odometry and AI-enhanced geo-positioning to calculate position and velocity in real-time. The drone also includes a LoRa backup radio for secure communications if primary links are lost or jammed.
Blue UAS-approved and NDAA-compliant, the ANAFI UKR GOV is ultra-portable at just 2.1 pounds (959 grams) and can be airborne in under 120 seconds. Equipped with 35x zoom, 4K HDR video, and FLIR Boson thermal imaging (640 x 512 px), the drone delivers superior mission coverage. Its advanced target recognition and tracking features enable autonomous object detection, identification, and following with minimal pilot input. The platform also offers remote antenna capabilities for tactical operations and open-architecture integration via Parrot SDK 8.
The DroneSense software platform provides situational awareness by combining video streaming, integrated mapping, and sensor data. Its DFR-ready capabilities support remote operations, including Detect-and-Avoid (DAA) technology and Beyond Visual Line of Sight (BVLOS) flight. The intuitive mission management interface allows rapid deployment, collaborative planning, and multi-agency coordination. DroneSense’s hardware-agnostic design ensures compatibility with multiple drone platforms, while its enterprise-grade cybersecurity infrastructure ensures compliance, privacy, and data protection.
“Public safety agencies urgently need capable and reliable drone hardware solutions for a variety of mission profiles,” said Chris Eyhorn, CEO of DroneSense. “Together, we’re delivering a compelling alternative – combining Parrot’s advanced hardware with DroneSense’s mission-proven, hardware-agnostic platform.”
“DroneSense’s software platform perfectly complements the Parrot ANAFI UKR GOV micro UAV, significantly enhancing its operational capabilities for U.S. Public Safety Agencies,” added Chris Roberts, Senior Vice President and Chief Revenue Officer at Parrot Drones. “This integration sets a new standard for secure and effective drone operations, supporting mission success across complex operational environments.”
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WISPR Systems and NW Blue are proud to partner together to form an alliance focused on showcasing the best in American-made drone technology and advancing the conversation around precision, reliability and real-world applications. Through this partnership, the two companies are setting a new standard in unmanned systems, driven by a mutual commitment to performance, compliance and customer success.
Precision Platforms Meet Proven Components
WISPR Systems, headquartered in Batesville, Mississippi, designs and manufactures rugged, high-performance drones for mapping, surveying and inspection. The SkyScout, WISPR’s flagship UAV platform, is purpose-built for demanding field conditions and delivers industry-leading accuracy. Equipped with customizable payload options—including the 24MP Mapper, Sony ILX-LR1 and LiDAR units from Inertial Labs and YellowScan—the SkyScout empowers professionals across industries like construction, engineering and utilities to collect precise data with efficiency and ease.
This collaboration integrates NW Blue’s Herelink Blue, an all-in-one solution for ultra-low latency video, telemetry and control links up to 20 km. Manufactured in the USA of US and imported parts, the intuitive interface provides real-time feedback, giving drone pilots unmatched situational awareness and responsiveness in the field. Built for reliability, the Herelink Blue system aligns with both companies’ commitment to professional-grade usability and mission-critical performance.
The Orange Cube helps future-proof our platforms, said John McArthur, VP of sales and marketing for WISPR Systems. It was an easy decision to invest in the best.
Powered by CubePilot
A key component in this collaboration is WISPR’s utilization of the CubePilot Cube Orange+ a Blue UAS Framework listed flight controller, distributed by NW Blue. This industry trusted autopilot with its redundant and isolated sensors is stress-tested by freezing/heating multiple times over a 24-hour period. Any detected IMU anomaly would cause its rejection—enabling WISPR drones to remain at the forefront of UAV performance.
A Shared Mission for U.S. Drone Leadership
This partnership reflects more than just technical integration—it’s about creating lasting value through American-made innovation and support. NW Blue isn’t just a top-tier manufacturer and distributor; it’s a partner committed to helping clients thrive.
At NW Blue, we’re driven not just by delivering the industry’s most trusted UxV components, but by building lasting partnerships through unmatched support, said Hillary Bierschank co-founder of NW Blue. Our greatest success is watching our partners such as WISPR grow and thrive.
Whether mapping power lines, surveying land, or training future operators, these integrated systems are designed to perform today and tomorrow.
Together, WISPR Systems and NW Blue aren’t just building drones. They’re building a smarter, more secure and more sustainable future for the U.S. drone industry.
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Skip Dynamix is committed to imagining the next generation of autonomous systems. We design, prototype and deploy emergent solutions. We go where our customers are, collaborating, testing, training, and operating alongside them. We are relentless in our animating vision to bring the future of applied autonomy to life.
By the numbers
- Cruise speed – 65 kph
- Endurance – 1 hour per kg of battery
- Battery sizes – 1 kg, 2kg, 5kg
- Empty weight – 3 kg
- Maximum hand launch weight – 8 kg
- Maximum assisted launch weight – 10 kg
- Fuselage diameter – 150 mm
- Time from box to sky – 2 minutes
Made in the USA
Orca is fabricated and assembled in the USA using components made in the USA or non-covered sources.
Made to order
Orca can be delivered as an empty ready to fly airframe or customized as required, from one copy to thousands.
Multi-mission
Operators define Orca’s mission. Here are some examples:
Reconnaissance
- Payload – 1 kg sensor + radios
- Endurance 4 hours
Payload delivery
- Payload – 5kg warhead + seeker
- Range – 60 km
Electronic Warfare
- Payload – 0.5 kg emitter
- Endurance – 4 hours
MESH Node
- Payload – 0.25 kg radio
- Endurance – 4 hours
Decoy/Target/Surrogate
- Endurance – 4 + hours
Fixed-wing
Twice the endurance/range of a comparable hybrid sUAS
4 X the speed, endurance/range of a comparable copter sUAS
Easy to Salvo
Launch one, launch many…homogenous, heterogeneous salvos.
Example: A 2-person crew, from a small SUV or boat, can launch a 6-Orca salvo in less than 5 minutes from first box opened on to last plane airborne, with the first plane launched to last plane airborne in less than 1 minute.
Designed for the “Incidental Operator”
Every Orca is made to be operated with minimum training. Orca can be launched by hand, via a bungee launcher, or short-stroke mechanical launcher. Orca innately can fly from launch to landing without human input.
Go anywhere
Each Orca is packaged in airline compliant transport cases made to withstand all modes of travel.
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