View the full FAQ here.

To report a voluntary disclosure issue of noncompliance under the federal drug and alcohol testing regulations outlined in 14 CFR part 120 and 49 CFR part 40, an employer or contractor should follow the FAA’s Advisory Circular, AC 120-117, Voluntary Disclosure Reporting Program for Apparent Violations of the Drug and Alcohol Testing Regulations, dated December 20, 2017. Notification of noncompliance issues reported must be made in a timely basis and without delay.

The voluntary disclosure report should be sent directly to the FAA’s Drug Abatement Division at drugabatement@faa.gov and include the written initial notification and information outlined in Appendix A of AC 120-117. 

Please note that a management official and program manager (either the Designated Employer Representative (DER) or Alcohol and Drug Program Manager) must sign all program-related disclosure reports.

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 website to learn more about our program.

Applicable Regulations

14 CFR part 120
49 CFR part 40

To report a safety concern, please contact your area's Flight Standards District Office (FSDO).

To locate your area's FSDO's contact information, visit: https://www.faa.gov/about/office_org/field_offices/fsdo/.

To report a Suspected Unapproved Part (SUP), contact our 24-Hour Safety Hotline at (800) 255-1111 or visit our website to submit a report to the FAA Hotline office.

You can report or submit a claim for stolen, lost or missing items on the Transportation Security Administration's website.

We recommend you notify your local law enforcement to make a police report. This would prevent any further action and will cover you in the event that the stolen drone happens to be used in illegal activity in the future. You should then de-register your UAS as follows:

• Recreational flyers: If you registered your drone at FAADroneZone, log in to your account and you will see your registration number, right below it (in far left column) you will see the option to "Cancel".
• Part 107 flyers: If you registered your drone at FAADroneZone, log in to your account and go to "Manage sUAS Inventory". Next, beside the drone you want to cancel are three small vertical dots, select those dots and there you will have the option to "Cancel".

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 request (or petition) for an exemption from any rule issued by FAA under Title 14 of the Code of Federal Regulations (CFR) by:

• Following the instruction in 14 CFR Part 11, or
• Visiting our Petition for Exemption or Rulemaking website.  

Is there a way to request permission electronically? Can I contact my local air traffic control tower or facility directly to request airspace permission?

All airspace authorization must be made through the Low Altitude Authorization and Notification Capability (LAANC) or FAADroneZone.

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

First-time users should go to the request account page and complete the form. You will be asked to supply your name and e-mail address. Your e- mail address will be used as your account name when logging into FAA MedXPress. You will also be prompted to answer three security questions that will be used to verify your identity if you forget your password or you need help with your account. After submitting your request, an e-mail containing your temporary password and instructions for completing the account request process will be sent to the address provided.

To report accidents in accordance with reporting requirements in the Part 107 rule via FAADroneZone. Accident reports may also be made by contacting your nearest FAA Flight Standards District Office (FSDO).

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

If you are the AME who performed the exam or a staff member authorized to transmit for the AME who performed the exam, you can upload documents to the most recently transmitted exam.  Go to the AMCS Search Applicants screen and search for your airman.  Once you find the airman, look at the Found Exam(s) for Selected Applicant section located at the bottom of the screen.  You will see an Upload Document icon   in the Actions column on the far-right side of the screen.  Select this icon to upload documents.

View the full FAQ here.

The FAA drug and alcohol testing regulation (14 CFR part 120) does not apply when an individual self-discloses a substance abuse problem to his or her employer before a violation of the regulations has occurred. As a result of such a disclosure, there are no specific tests or processes required under the regulation. Any testing or action that may occur as a result must be done under a company's authority and policy independent of the regulation.

If, however, an employee self-reports a substance abuse problem after being notified of an FAA-mandated test, the employee must be tested. Failure to do so will result in a refusal, which has serious consequences.

Please be aware that if this individual holds a part 67 medical certificate issued by the FAA, there are further requirements for the airman to return to duty. Under this circumstance, the airman must contact his or her local Regional Flight Surgeon for further information.

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 website to learn more about our program.

The practical test is completed using a detailed written "plan of action" as described in the appropriate Practical Test Standards (PTS). This plan of action will include all required Tasks in each Area of Operation and should not differ significantly from the process followed by the instructor and the applicant in preparing for the practical test.

The student and instructor need to work with the local airport personnel. Light gun signals are available for aircraft that do not have radios or in case of a radio failure. With prior permission, a deaf pilot can communicate with the tower by the use of the light gun signals.

An aircraft without radio communications remains out of the airport area and observes the traffic landing and departing. Additionally, the pilot looks for the wind sock or segmented circle, where available, to determine wind direction or direction of landing. The pilot enters the traffic pattern as recommended in the Aeronautical Information Manual and by regulation (14 CFR part 91, subpart B).

The Direct User Access Terminal System (DUATS) is available at most general aviation airports or on personal computers to provide weather information to pilots. A deaf pilot can also use a Relay Service to access a Flight Service Station briefer at 1-800-WXBRIEF (1-800- 992-7433).

Public safety must fully comply with Part 107 or their COA (if operating as a public aircraft) just like any other (civilian) Part 107 operator, and BVLOS is not permitted for routine operations without a waiver for Part 107 operations and a specific provision in a COA (see waiver safety explanation guidelines for Part 107.31 waivers).  BVLOS remains a significant challenge given the state of technology in the industry, and is usually only granted in temporary, emergency situations.  If you encounter a situation where you must go BVLOS in an actual emergency, follow the Special Governmental Interest process to obtain a temporary, emergency waiver to 107.31 if flying under Part 107, or a temporary, emergency amendment to your existing COA if flying as a public aircraft.

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

Part 107 is a performance based rule. It is the responsibility of the waiver applicant to measure their operation's risk, and the FAA evaluates the applications information, to ensure the level of risk is acceptable.

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

In our letters denying airmen medical certification, we inform applicants that they have the right to appeal. An applicant whose medical certification is denied by an AME may request reconsideration of the decision by the Manager, FAA Aerospace Medical Certification Division (AMCD) or an FAA Regional Flight Surgeon (RFS). If the AME simply defers issuance of a certificate, the AMCD or the RFS, as appropriate, automatically will review the application and inform the applicant of the decision.

If the AMCD or the RFS deny an applicant based on a medical condition that is specifically disqualifying as set forth under Part 67, the denial is final and may be appealed to the National Transportation Safety Board (NTSB). If the AMCD or the RFS deny an applicant based on a medical condition that is not specifically disqualifying then the applicant may appeal to the Federal Air Surgeon (FAS). An unfavorable decision by the FAS may be appealed to the NTSB.

As appropriate, an Administrative Law Judge (ALJ) will schedule and conduct a hearing on the question of the applicant's eligibility for certification. If the ALJ's decision is unacceptable to the applicant or the FAA, the matter may be appealed to the full board. If the full board affirms the denial of certification, the applicant may seek review by a U.S. Court of Appeals. From an adverse decision by a Court of Appeals, the applicant may ask for review by the U.S. Supreme Court.

The FAA's primary mission is to provide the safest, most efficient aerospace system in the world. National Environmental Policy Act (NEPA) compliance and other environmental responsibilities are integral components of that mission. The FAA is responsible for complying with the procedures and policies of NEPA and other environmental laws, regulations, and orders applicable to FAA actions.

Under NEPA, federal agencies are required to disclose to decision-makers and the interested public a clear and accurate description of the potential environmental impacts that could arise from proposed federal actions. In the agency’s decision-making process, the FAA must consider and disclose the potential impacts of a proposed action and its alternatives on the quality of the human environment.

In meeting its NEPA obligations, the FAA should seek to achieve the policy objectives of 40 CFR § 1500.2 to the fullest extent possible. Once the FAA determines that NEPA applies to a proposed action, it needs to decide on the appropriate level of review. The three levels of NEPA review are Categorical Exclusion (CATEX), Environmental Assessment (EA), and Environmental Impact Statement (EIS). Specifically, each level of NEPA review considers the potential effects of the proposed action on the environmental resource categories identified in FAA Order 1050.1F. The FAA uses the corresponding thresholds that serve as specific indicators of significant impact for some environmental impact categories.

Environmental Study Process

Consideration of a Proposed Action under the National Environmental Policy Act (NEPA)

NEPA requires that the FAA evaluate the environmental and related social and economic effects of a proposed action.

Preliminary Technical Review

FAA conducts an internal technical review before deciding to consider moving forward with an environmental review.

Preliminary Environmental Review

FAA conducts an internal environmental review to evaluate any potential environmental concerns.

Internal Review and choice of appropriate level of NEPA review

Internal analysis such as the noise screening reports as well as input from the public are used to assist the FAA in determining the appropriate level of NEPA review to conduct.

The FAA models aircraft noise by using sophisticated computer models to predict the levels of aircraft noise exposure produced over a geographic area. Noise models are used to efficiently and accurately evaluate aircraft noise including assessing the potential noise impacts resulting from changes in aircraft operations.

The Aviation Environmental Design Tool (AEDT) is the FAA's required noise and environmental modeling application for all U.S. domestic regulatory analyses requiring FAA review. AEDT incorporates an extensive aircraft performance database as well as detailed aircraft noise and emissions information to accurately conduct environmental analysis around airports and the surrounding airspace.