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s unmanned aircraft systems (UAS) become more common and operations more complex, Remote Identification (Remote ID) has become a cornerstone of modern drone regulation. It is designed to improve airspace safety, accountability and oversight, enabling enforcement authorities to know who is flying what and where, in near-real time.

While the EASA framework has required Remote ID for most drones for some time, the UK’s post-Brexit regulatory regime introduced significant changes from 1 January 2026, including phased Remote ID requirements embedded in a new class-marking system. This article explains the regulatory differences and practical implications between the EU and UK approaches.

What is Remote ID?

Remote ID is essentially a digital aircraft “license plate”. It requires a drone in flight to broadcast identification and location data - typically via a wireless link - so that enforcement authorities (and in some regimes the public) can identify and monitor flights. This information usually includes:

• Operator ID and unique aircraft serial number

• Aircraft position and altitude

• Aircraft direction/ground speed

• Operator or take-off location

• Emergency status indicators 

Remote ID is not new; it reflects a global trend in modernising UAS oversight, similar to the FAAs Remote ID regime in the United States. 

EASA 2021/947: Remote ID in the European Union

Under the EASA framework created by Regulation (EU) 2019/947, and its related delegated rules:

Remote ID requirements

• Remote ID is required for all drones operating in the Specific category and for drones with CE class marks (C1, C2, C3, C5, C6) in the Open category.

• Drones with class mark C0 (under 250 g, low risk) are exempt from Remote ID obligations.

• Certain model aircraft (C4) and special tethered systems may also be exempt under strict conditions.

• The architecture is typically Direct Remote ID, meaning devices broadcast directly locally without depending on an internet connection.

• Compliance has been mandatory in many EASA member states since January 2024, when EASA’s rules became fully applicable. 

How EASA Remote ID works

• Drone manufacturers or module makers provide compliant Remote ID systems.

• Operators upload their operator registration number into the drone’s Remote ID system.

• During flight, data is broadcast continuously and can be received by authorised receivers in the vicinity.

• The system supports operational safety and enforcement - notably within U-Space but independent of network connectivity. 

In practice under EASA, Remote ID is closely tied to the class-marking regime introduced across the EU. Most modern drones on the market already comply with these standards, either built-in or via approved modules.

UK Remote ID: New Rules from 1 January 2026

Post-Brexit, the UK Civil Aviation Authority (CAA) overhauled its UAS regulatory framework. The most significant structural change was the introduction of UK class marks (UK0–UK6) for drones sold in the UK from 1 January 2026 onwards - similar in logic to EU class marks but tailored to UK policy. 

Remote ID implementation timeline

The UK Remote ID regime is phased based on drone class:

This phased approach balances safety with a transition period allowing operators to retrofit or prepare legacy platforms. 

Operational requirements in the UK

• Operators must enable Remote ID whenever flying after the applicable date.

• UK class-marked drones must broadcast Remote ID directly (usually via built-in functionality).

• Each operator is issued a Remote ID number when registering with the CAA, which must be entered into the drone’s system.

• Remote ID here functions as a direct broadcast and is primarily intended for enforcement bodies to ensure legal operations, rather than widespread public consumption. 

Key Differences: EASA vs UK

Below are the major regulatory differences between the EU and the UK:

1. Mandatory timelines

• EASA (EU): Remote ID has been mandatory for most drones since January 2024 for C-class marked systems.

• UK: Remote ID became mandatory from 1 January 2026 for most class-marked drones, with full coverage by 2028 for legacy and certain other drones. 

2. Scope of applicability

• EASA: Applies broadly to drones in the Open and Specific categories with class marks, with exemptions for C0 and certain exempt systems.

• UK: Applies first to UK class-marked drones (UK1–UK3, UK5, UK6) and later to other classes/legacy drones after transition. 

3. Relationship to class markings

• EASA: Remote ID is tied directly into the EU’s CE C-class marking regime under 2019/947.

• UK: Remote ID is embedded within the UK’s bespoke UK0–UK6 system. EU C-class drones are accepted in the UK until end-2027, but UK regulation takes precedence post-transition. 

4. Enforcement and public access

• EASA: Due to harmonisation across member states, Remote ID data supports both airspace safety and, in some contexts, public awareness via U-Space services.

• UK: Remote ID is primarily aimed at enforcement safety; personal identifying data is restricted, and the system is designed for authorised bodies. 

Practical Takeaways for Operators

For EU flights:

• Ensure your drone’s Remote ID is compliant with EASA’s Class mark requirements and Direct Remote ID is active.

• Upload your operator registration number and monitor firmware updates for Remote ID compliance.

For UK flights:

• Confirm your drone’s UK class mark and the applicable Remote ID deadline.

• Make sure Remote ID is enabled before flight and that your operator’s Remote ID number is correctly configured in your equipment.

• Prepare for the 2028 extension if you operate legacy or non-class-marked drones.

Conclusion

Remote ID is an essential part of modern drone regulation - enabling safer skies, accountability, and preparedness for more advanced operations. The EASA and UK frameworks share a common goal but differ in implementation timelines, class-mark relationships, and enforcement approaches.

Understanding these differences is vital for any operator intending to fly in both EU and UK airspace under the respective legal regimes.

As drone operations scale, the challenge is no longer flying safely in isolation. The real challenge is understanding everything else that is happening in the airspace at the same time. Public safety agencies, critical infrastructure operators, airports, ports and security organisations increasingly need a single, coherent view of the airspace, rather than fragmented data from disconnected systems.

Counter-UAS (C-UAS) detection systems play a crucial role in that picture. But their true value only emerges when they are understood not as standalone security tools, but as part of a broader airspace awareness ecosystem that includes UTM, ATM, Detect and Avoid concepts under SORA, and electronic conspicuity.

From Threat Detection to Airspace Awareness

Traditionally, C-UAS systems are deployed with a narrow objective: detect unauthorised or hostile drones. Radar, RF sensors, Remote ID receivers, acoustic sensors and electro-optical cameras are used to identify and track unknown aerial objects.

On their own, these systems answer only one question:

“Is there something here that should not be?”

In real operations, however, that question is rarely sufficient. Operators also need to know:

• Is the detected drone cooperative or non-cooperative?

• Is it part of an authorised UAS mission?

• Is there manned aviation nearby?

• Is the airspace temporarily restricted?

• Is this object a safety risk, a security threat, or simply normal traffic?

This is where C-UAS detection must be connected to the wider airspace information landscape.

The Role of UTM: Knowing What Should Be There

Unmanned Traffic Management (UTM) systems provide insight into authorised and cooperative drone traffic. Flight plans, operational volumes, strategic deconfliction and operational status are managed digitally and shared with relevant stakeholders.

When C-UAS detections are correlated with UTM data, an immediate distinction becomes possible:

• Detected + known in UTM → cooperative, authorised operation

• Detected + not known in UTM → unknown or potentially unauthorised object

This correlation significantly reduces false alarms and allows operators to focus their attention where it matters. Without UTM context, every detection looks suspicious. With UTM context, detections gain meaning.

In other words, UTM provides the intent layer, while C-UAS provides the observation layer.

ATM Integration: The Manned Aviation Perspective

Any realistic airspace picture must also include manned aviation. Helicopters, general aviation, emergency services and commercial traffic all operate in the same physical airspace as drones, especially at low altitude.

Air Traffic Management (ATM) systems already manage this traffic using radar, ADS-B, Mode S and procedural control. While ATM systems are not designed for drones, their data is essential for:

• understanding collision risk,

• coordinating emergency responses,

• and preventing misinterpretation of sensor data.

When ATM data is fused with C-UAS and UTM inputs, operators can see both cooperative drones and manned aircraft in one operational picture. This is particularly relevant for public safety and security organisations operating near heliports, hospitals, ports and infrastructure corridors.

Detect and Avoid in Practice (SORA Perspective)

Under SORA, Detect and Avoid (DAA) is not a single technology but a functional requirement. Operators must demonstrate that they can detect conflicting airspace users and take appropriate action, depending on the assessed risk level.

C-UAS detection systems are increasingly relevant in this context, especially for:

• non-cooperative traffic,

• drones without Remote ID,

• or operations in complex environments where not all airspace users are digitally visible.

When integrated into an operational system, C-UAS sensors can contribute to the DAA function by:

• providing early detection of unknown traffic,

• supporting tactical decision-making,

• and triggering mitigation measures defined in the ConOps.

However, DAA is only credible if detections are contextualised. Raw sensor hits without airspace context do not meet the intent of SORA. Integration with UTM, ATM and electronic conspicuity is therefore essential.

Electronic Conspicuity: Making Cooperative Traffic Visible

Electronic conspicuity technologies, such as Remote ID and ADS-B-like solutions for drones, are designed to make cooperative airspace users digitally visible. They act as a bridge between UAS, UTM, ATM and ground-based detection systems.

From an airspace awareness perspective, electronic conspicuity enables:

• faster classification of detected objects,

• reduced ambiguity between cooperative and non-cooperative traffic,

• and improved interoperability between civil and security stakeholders.

C-UAS systems that can ingest electronic conspicuity data become significantly more powerful. They no longer only detect presence; they help explain identity, intent and compliance.

One Operational Picture, Not Separate Systems

The key takeaway is that no single system can deliver a complete airspace picture on its own:

• C-UAS detects what is physically present, including non-cooperative objects.

• UTM explains which drone operations are authorised and planned.

• ATM provides awareness of manned aviation.

• Detect and Avoid (SORA) defines how this information must be used operationally.

• Electronic conspicuity connects cooperative airspace users to the digital ecosystem.

Only when these elements are combined does true situational awareness emerge.

For operators, authorities and security organisations, the goal should not be to deploy more sensors, but to connect the right information layers into a single operational view. That is where safety decisions become faster, security responses more proportional, and airspace integration truly scalable.

Closing Thought

C-UAS detection is often discussed in terms of threat mitigation. In practice, its greatest value lies elsewhere: as a critical building block in understanding the airspace as a whole. When detection, traffic management and operational decision-making come together, the airspace becomes not just safer, but intelligible.

At the start of 2026, the United Kingdom’s drone regulatory framework underwent one of the most significant overhauls in recent aviation history. The UK Civil Aviation Authority (CAA) implemented a modernised set of rules designed to enhance safety, accountability, and traceability in a landscape where drones are used for everything from recreation to professional operations. For EU pilots and enterprise operators planning to fly drones in the UK, these changes are important to understand because European certificates and operator numbers no longer grant automatic access under UK law. 

In this blog we will break down the key elements of the new regime: what’s changed, what’s required, and how overseas operators can ensure compliant flights in the UK under the updated framework.

A New Classification System: UK0 to UK6

One of the biggest structural changes is the introduction of a UK‑specific class marking system for drones. From 1 January 2026, all new drones placed on the UK market must carry a UK class mark ranging from UK0 to UK6, similar in intent to the European C‑class marks used under EASA. 

The class marking system groups aircraft according to safety and performance characteristics. For example:

• UK0 and UK1 generally cover lightweight, low‑risk drones.

• UK2 and above introduce heavier or more capable drones that have additional operational implications.

Importantly for EU operators, existing European C‑class markings will be recognised as equivalent to the corresponding UK class until 31 December 2027. That means a drone with a C1 mark can be treated as UK1 for nearly two years, giving pilots and operators time to transition without immediate equipment changes. 

After 2027, non‑UK class marked drones will be treated as “legacy” and will fall under specific transitional rules until full compliance is required.

Lower Registration Thresholds and Mandatory Flyer ID

Another major shift is the change in registration and competence requirements. Previously, UK rules required registration and a Flyer ID only for drones weighing 250 g and above. Under the 2026 regime, this threshold has been lowered to 100 g. 

In practical terms:

• Anyone planning to fly a drone weighing 100 g or more must first pass a CAA online theory test to obtain a Flyer ID. This free test demonstrates basic knowledge of safe and legal drone operation.

• The Operator ID, which is the UK equivalent of the EU operator number, must be obtained by the owner or responsible organisation of the drone if it has a camera and weighs 100 g or more, or weighs 250 g or more regardless of camera equipment. 

It is important to note that EU remote pilot certificates and operator numbers are not recognised in the UK. EU holders of A1/A3 or A2 certificates will still need to obtain UK Flyer IDs and Operator IDs to fly legally. 

Remote ID: A Digital “License Plate” in the Sky

Remote Identification (Remote ID) is another cornerstone of the new UK rules. Similar to trends seen globally, Remote ID enables enforcement, airspace services, and other authorised bodies to identify and track drones in real time by receiving identification and position data broadcast by the drone. 

Under the UK framework:

• From 1 January 2026, Remote ID is mandatory for drones equipped with UK class marks (UK1, UK2, UK3, UK5, and UK6). 

• From 1 January 2028, the requirement will expand to cover the majority of legacy and unmarked drones with cameras weighing 100 g or more, ensuring broad compliance across the user community. 

Remote ID functions as a digital license plate, broadcasting details like the drone’s identity and location, which enforcement bodies can use to ensure accountability and safety.

Operators are encouraged to set up Remote ID early, even if enforcement is phased in over a few years. 

Age and Supervision Rules

In recognition of the growing diversity of drone users, the new rules include specific provisions for young operators. UK pilots under 18 years old can obtain a Flyer ID and fly independently, but younger children (under 12) may only operate drones under the supervision of someone aged 16 or older. Parents or guardians of children attempting the online test must also be registered and possess an Operator ID. 

This reflects the UK CAA’s effort to balance safety, inclusivity, and education for new pilots.

What the Changes Mean Practically

For EU operators, the implications are clear:

• You must register with the UK CAA and obtain both Flyer ID and Operator ID to fly legally in the UK if your aircraft and flight fall under the applicable weight and equipment categories. 

• European certificates do not automatically apply in the UK, even if you hold current A1/A3 or A2 qualifications. 

• Remote ID will become part of everyday operations, and operators should plan ahead for compliance before the full 2028 rollout. 

These changes were designed to improve safety, accountability, and airspace awareness in increasingly busy skies, while also fostering innovation and integration with emerging services. 

AirHub Perspective: Supporting Cross‑Jurisdictional Compliance

From an operational and regulatory standpoint, navigating different regimes across Europe and the UK highlights the importance of compliance tools and expert support.

At AirHub, we help operators:

• Monitor regulatory differences between EU and UK frameworks

• Plan operations compliant with both EASA and UK CAA requirements

• Manage pilot qualifications and registrations, including Flyer ID and Operator ID tracking

• Integrate Remote ID and other safety requirements into flight planning and execution

Whether you are flying for enterprise missions, inspections, public safety tasks, or recreationally, our software and consultancy services make it easier to stay compliant in multiple jurisdictions - without guesswork.

Final Thought

The UK’s 2026 drone rules are a landmark moment in unmanned aviation, marking a shift toward enhanced identification, accountability, and safety for all users. EU operators should take note and act early to ensure lawful flights in UK airspace.

If you are planning cross‑border operations or need help aligning your fleet with new UK and EU requirements, the AirHub team is ready to help.