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The Federal Aviation Administration's (FAA’s) drug and alcohol testing regulation (14 CFR part 120) describes when an employer is required to conduct and when an employee must submit to post-accident drug and alcohol testing. Under 14 CFR §§ 120.109(c) and 120.217(b), each employer must test each surviving safety-sensitive employee for the presence of marijuana, cocaine, opioids, phencyclidine (PCP), and amphetamines, or a metabolite of those drugs in the employee's system, and for alcohol, if that employee's performance either contributed to the accident or cannot be completely discounted as a contributing factor to the accident.  

Testing must occur as soon as practicable following an accident, but there are time limits on when testing must be completed. For post-accident drug testing, an employee must be tested as soon as possible but not later than 32 hours after the accident. For post-accident alcohol testing, the employee must be tested as soon as possible but the time of testing cannot exceed 8 hours from the time of the accident. If a test is not administered within 2 hours following the accident, the employer must prepare and maintain on file a record stating the reasons why the test was not promptly administered. If a test is not administered within 8 hours following the accident, the employer must cease attempts to administer an alcohol test and prepare and maintain the same record.

The decision not to administer a test must be based on the employer’s determination, using the best information available at the time of the determination, that the employee's performance could not have contributed to the accident. The FAA and the National Transportation Safety Board (NTSB) define an accident under 14 CFR § 120.7(a) and 49 CFR § 830.2 as an occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight and all such persons have disembarked, AND in which any person suffers death or serious injury or in which the aircraft receives substantial damage.  

For an employer that operates an Unmanned Aircraft System (UAS) under 14 CFR part 135, refer to the NTSB’s definition of an accident as “an occurrence associated with the operation of any public or civil unmanned aircraft system that takes place between the time that the system is activated with the purpose of flight and the time that the system is deactivated at the conclusion of its mission, in which: (1) any person suffers death or serious injury; or (2) the aircraft has a maximum gross takeoff weight of 300 pounds or greater and sustains substantial damage.”

The NTSB defines "serious injury" and "substantial damage" under § 830.2 as follows:

“Serious injury means any injury which: (1) Requires hospitalization for more than 48 hours, commencing within 7 days from the date of the injury was received; (2) results in a fracture of any bone (except simple fractures of fingers, toes, or nose); (3) causes severe hemorrhages, nerve, muscle, or tendon damage; (4) involves any internal organ; or (5) involves second- or third-degree burns, or any burns affecting more than 5 percent of the body surface.”

“Substantial damage means damage or failure which adversely affects the structural strength, performance, or flight characteristics of the aircraft, and which would normally require major repair or replacement of the affected component. Engine failure or damage limited to an engine if only one engine fails or is damaged, bent fairings or cowling, dented skin, small punctured holes in the skin or fabric, ground damage to rotor or propeller blades, and damage to landing gear, wheels, tires, flaps, engine accessories, brakes, or wingtips are not considered “substantial damage” for the purpose of this part.”

Monetary damage is not a factor in determining what constitutes an "accident."

If you have any further questions or need additional guidance that is more specific to your situation, please contact the FAA Drug Abatement Division at (202) 267-8442 or drugabatement@faa.gov.  

Please visit our Web site to learn more about our program.

Applicable Regulations:

• 14 CFR § 120.7(g)
• 14 CFR § 120.109(c)
• 14 CFR § 120.217(b)
• 49 CFR § 830.2

Recreational or hobby UAS or drone use is flying for enjoyment and not for work, business purposes, or for compensation or hire. In the FAA's Interpretation of the Special Rule for Model Aircraft, the FAA relied on the ordinary, dictionary definition of these terms.

Still can't find what you are looking for? Please feel free to contact the UAS Support Center for general questions and comments.

A Community Engagement Officer (CEO) holds a position on the Regional Administrative Team and acts as the primary point of contact between local communities and the FAA. A CEO fulfills the designation of Regional Ombudsman for his or her area. The “FAA Reauthorization Act of 2018” requires each Regional Administrator to designate an individual to be the Regional Ombudsman.

The difference between the two titles is that one is a position (CEO) and the other is a designation (Regional Ombudsman). The FAA could have designated another member of the Regional Administrator's team, but the agency determined that the CEO was the most appropriate individual, as the CEO has the closest connection to the discussions and meetings that involve the airports and the communities. As a member of a national and matrix team, the CEO has the unique ability to have vision into regional issues and concerns as well as national trends and projects. The CEO has the appropriate line of sight and access to the Regional Administrator to ensure awareness, coordination, and communication.

A CEO is a position within the Regional Administrator's Team who fulfills the role as the dedicated Regional Ombudsman for their region. FAA Reauthorization of 2018, requires the Regional Administrator for each region to designate an individual to be the Regional Ombudsman for the region.

The difference between the two titles is that one is a position (CEO) and the other is a designated role (Regional Ombudsman).

The FAA could have designated another member of the Regional Administrator's team however, it was determined that the most appropriate individual was the CEO, as they have the closest connection to the discussions and meetings that involve the airports and the communities. As a member of a national and matrix team, the CEO has the unique ability to have vision into regional issues and concerns as well as national trends and projects. They have the appropriate line of sight and access to the RA to ensure awareness, coordination and communication.

Response by the Federal Air Surgeon
Provided you meet the requirements and you are qualified to exercise sport pilot privileges using a current and valid U.S. driver's license, you may do so on September 1, 2004, the effective date of the rule.

The FAA follows the National Environmental Policy Act (NEPA) in making changes to the airspace. The FAA has established programs for air quality, airport noise, wildlife hazard mitigation, environmental reviews, and compatible land use. Learn more by visiting the Airport Environmental Programs page.

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The FAA has developed the Continuous Lower Energy, Emissions, and Noise (CLEEN) Program to identify technologies that will reduce noise, emissions, and fuel burn.

To learn more, visit the Continuous Lower Energy, Emissions, and Noise (CLEEN) Program page.

The FAA actively supports a number of initiatives that have helped reduce the number of people exposed to significant aviation noise. One of these initiatives includes the Continuous Lower Energy, Emissions and Noise (CLEEN) program. This program identifies technologies that reduce noise, fuel burn, and emissions. The FAA also works with communities to eliminate or mitigate incompatible land use near airports and provides federal funds to mitigate the adverse impacts of aircraft noise in homes and schools near airports.

To find out more about how the FAA and Industry are working on these issues, visit:
https://www.faa.gov/about/office_org/headquarters_offices/apl/research/aircraft_technology/cleen/.

In our efforts to modernize the National Airspace System (NAS), the FAA identified several large urban centers with multiple airports and busy airspace and applied Performance Based Navigation (PBN) infrastructure to make that airspace safer, more efficient, and help with the flow of traffic across the NAS.

This program focused on specific geographic areas and the airspace, airports, and operations within those areas. The primary goal was to use PBN to update airspace and procedures to improve safety and operational efficiency. By improving air traffic flow at Metroplex sites, the FAA improved the flow of the entire National Airspace System.

The FAA identified 11 sites for the Metroplex program. The final site, located in the South Central Florida region, was completed in June 2022. The Metroplex program ended in September 2022. To learn more about Metroplexes, please visit the Metroplex page.

Please see the state and local fact sheet available on FAA's Policy Document Library.

Still can't find what you are looking for? Please feel free to contact the UAS Support Center for general questions and comments.

In the U.S., there are no FAA age limits for pilots except for commercial airline pilots employed by airlines certificated under 14 CFR Part 121. These airlines cannot employ pilots after they reach the age of 65.

However, these pilots may stay on with a Part 121 carrier in some other role, such as flight engineer. They can also fly for a company that is not a Part 121 carrier.

Congress set no minimum age. All persons operating a drone under the exception for limited recreational operations are required to take and successfully pass TRUST.

Still can't find what you are looking for? Please feel free to contact the UAS Support Center for general questions and comments.

You can find information about age requirements to get your medical certificate on our website.

The Aviation Rulemaking Advisory Committee (ARAC) is a formal standing advisory committee made up of representatives from aviation associations, aviation industry, public interest groups, advocacy groups, and interested members of the public.

The FAA tasks ARAC to provide advice and recommendations concerning a full range of aviation-related issues.

The purpose of the UPP is to demonstrate the integration of a prototype enterprise service into the FAA framework to support initial UAS traffic management (UTM) operations. This enterprise service will be used for sharing of intent and situational awareness information between the FAA and UTM operators.

Still can't find what you are looking for? Please feel free to contact the UAS Support Center for general questions and comments.

The FAA does not regulate unaccompanied minors.  Please contact the airline you are flying on for specific requirements. 

A Community Engagement Officer (CEO) holds a position on the Regional Administrative Team and acts as the primary point of contact between local communities and the FAA. A CEO fulfills the designation of Regional Ombudsman for his or her area. CEOs inform and involve the public, engage with communities, and ensure the FAA meaningfully considers community concerns when making aviation decisions that affect the public. CEOs assist in carrying out public involvement activities for environmental activities, such as impacts from noise, safety, and pollution.

The Regional Ombudsman is a designated role that works with the Regional Administrator to ensure public inquires related to aviation noise, pollution, and safety are properly addressed.

Each Community Engagement Officer serve as the Regional Ombudsman for their specific region, as the role is concurrent with the community outreach responsibilities of the CEO.

The Regional Ombudsman:

• Serves as a regional liaison with the public, including community groups, on issues regarding aircraft noise, pollution and safety.
• Makes recommendations to the Regional Administrator for the region to address concerns raised by the public and improve the consideration of public comments in decision-making processes.
• Is consulted on proposed changes in aircraft operations affecting the region, including arrival and departure routes, in order to minimize environmental impacts, including noise.

To contact the FAA Aviation Noise Ombudsman, please send an email to 9-awa-noiseombudsman@faa.gov.

In addition, to find the contact information for the Aviation Noise Ombudsman, visit: https://www.faa.gov/about/office_org/headquarters_offices/apl/noise_emissions/airport_aircraft_noise_issues/noise_ombudsman/.

FAA Regional Administrators are the Senior FAA officials in each of the Agency's nine geographic areas in the U.S. These administrators ensure that FAA is providing consistent stakeholder support and engagement while partnering with Federal, state and local governments and others to promote Aviation Safety and STEM Education across the region.

To learn more about the Offices of the Regional Administrator, visit: https://www.faa.gov/about/office_org/headquarters_offices/ara/

The South-Central Florida Metroplex project was an initiative to improve the operational safety and efficiency of airspace in the South-Central Florida Metroplex area by using accurate, repeatable Performance Based Navigation to optimize aircraft arrival and departure procedures to and from the 21 airports in the Metroplex study as.

To learn more about the South-Central Florida Metroplex Project, visit:
https://www.faa.gov/air_traffic/community_engagement/florida/.