A yellow three-masted sailing ship facing the hoist side rides on a blue background with scattered, white, wavy lines under the ship. A continuous black-over-white wavy line divides the ship from the white wavy lines. On the hoist side, a vertical band is divided into three parts: the top part (called ikkurina) is red with a green diagonal cross extending to the corners overlaid by a white cross dividing the rectangle into four sections; the middle part has a white background with an ermine pattern; the third part has a red background with two stylized yellow lions outlined in black, one above the other. These three heraldic arms represent settlement by colonists from the Basque Country (top), Brittany, and Normandy. The blue on the main portion of the flag symbolizes the Atlantic Ocean and the stylized ship represents the Grande Hermine in which Jacques Cartier “discovered” the islands in 1536.

Flag courtesy of the CIA World Factbook

Map courtesy of the CIA World Factbook

Google Earth

A 3-D perspective view of Miquelon (background) and Saint Pierre Islands (forefront), located south of Newfoundland, Canada. These islands, along with five smaller islands, are a self-governing territory of France. North is in the top right corner of the image.

Photo courtesy of the CIA World Factbook

Last updated on December 15, 2024

Government

According to Britannica, the islands are presided over by a French-appointed prefect, who is assisted by a privy council and an elected general council. The inhabitants possess French citizenship and suffrage. Primary education is free and mostly parochial. Saint-Pierre, the territorial capital, is the seat of the law courts and the apostolic prefecture.

The first explorer to visit the archipelago was a Portuguese, José Alvarez Faguendez, who landed there in 1520. The first permanent French fishing settlement was established in 1604. The islands were subsequently exchanged between the French and British several times until restored permanently to France in 1816 under the Treaty of Paris (1814). The islands became a French overseas territory in 1946 and then, in 1976, an overseas département, on a presumed par with the départements of metropolitan France. In May 1985 the islands were given a new status with a new name, collectivité, because the former departmental arrangement conflicted with the tariff structure of the European Community (now European Union), to which France belongs.

French Civil Aviation Authority (DGAC)

The DGAC, the French Civil Aviation Authority, is responsible for ensuring the safety and the security of French air transport, as well as maintaining a balance between the development of the air transport sector and environmental protection. It is the national regulatory authority, but it also provides safety oversight, air navigation services and training. He is a partner of key players in the aeronautical industry and he is also in charge of financial aid for research in aircraft construction and state industrial policy in this sector.

Airspace

SkyVector – Google Maps – ADS-B Exchange

ICAO countries publish an Aeronautical Information Publication (AIP). This document is divided into three parts: General (GEN), En Route (ENR) and Aerodromes (AD). ENR 1.4 details the types of airspace classes they chose to adopt from classes A through G. Saint Pierre. and Miquelon eAIP

Drone Regulations

French Drone Laws

European regulations cover the design, maintenance and, to a large extent, the operation of drones, including training requirements and operator obligations. It is common to all EU Member States and is also applied by certain third countries (such as Norway, Iceland, Lichtenstein and Switzerland). It therefore has the advantage of harmonizing the requirements in all EU Member States.
European regulations base their requirements solely on the risk levels of operations:

• the Open category for low-risk operations,
• the specific category for moderate-risk operations, and finally
• the certified category for high-risk operations.

The commercial or professional nature of an operation is not taken into account in the risk assessment.
National regulatory texts remain applicable, in particular to regulate matters falling under national authorities, such as security or the use of French airspace.

These pages provide an overview of the main steps to follow for a drone operator. This content is complemented by guides published by the Direction de la Sécurité de l’Aviation Civile

• Model aircraft associations
• Open category, for leisure use and less risky professional use (sight theft, outside restricted areas)
• Specific category, for more risky (standard scenarios, operating permits) or complex professional uses
• AlphaTango
• Training for remote pilots in model aircraft association
• Open category training

Guides

•  Guide associated with the “drone operation” form (PDF – 4.23 Mo)
•  Guide for model aircraft associations – November 2022 version (PDF – 1.76 Mo)
•  Guide on the Open category, intended for recreational remote pilots outside model aircraft associations and professional operators who operate on low-risk operations (in direct view, outside restricted areas) (PDF – 2.31 Mo)
•  Guide on the Specific category, intended for professional operators who operate in other types of operations – 29/11/2022 (PDF – 2.67 MB)
•  CRESUS event notification form (PDF – 288.41 Ko)

•  Presentation support on European drone regulations (PDF – 1.22 Mo)

• Q&A on European regulatory transition

Whether you are an operator in an open or specific category, remote pilot or owner of a remotely piloted aircraft, AlphaTango® will allow you to carry out most of the administrative procedures necessary for your activity online.

Model Aircraft Associations

Aeromodelling is a historical activity which was governed by national regulations. European Regulation (EU) 2019/947 has entered into force but allows Member States to define and enforce national rules for model aircraft associations. This is the choice made by France, by defining at national level the safety requirements applicable to model aircraft and their remote pilots when these activities are carried out within a model aircraft association.

All the elements appearing on this page come from the Guide intended for model aircraft associations . Its reading is highly recommended! For any additional information, a Frequently Asked Questions is available below. This FAQ is taken from the now closed Slido Q&A site.

Q&A on European regulatory transition

European regulation 2019/947 concerns the use of unmanned aircraft on board and the requirements applicable to their operators. Although this regulation thoroughly reviews the operating conditions of aircraft without a crew on board, its article 16 allows Member States to define and apply national rules to model aircraft associations. This is the choice made by France, by defining at national level the safety requirements applicable to model aircraft and their remote pilots when these activities are carried out within a model aircraft association: these requirements are the subject of the “aeromodelling associations” decree which comes into force on December 31, 2020. The decree of December 17, 2015 relating to the design of civil aircraft which circulate without anyone on board,

• Order of December 3, 2020 relating to the operation of model aircraft within model aircraft associations pursuant to implementing regulation (EU) 2019/947

This order applies to the operation within model aircraft associations:

• of a model aircraft in view of its remote pilot;
• of a model aircraft with a mass less than or equal to 2 kg, flying out of sight of its remote pilot (case of FPV practice), at a maximum horizontal distance of 200 meters from this remote pilot and at a maximum height of 50 meters, in the presence of a second person in view of this aircraft and responsible for ensuring the safety of the flight by informing the remote pilot of possible dangers;
• a model aircraft with a mass of less than 1 kilogram which, once launched, evolves within the framework of autonomous operation by following the movements of the atmosphere and whose flight does not last more than 8 minutes (cf. case of aircraft uncontrolled §3.3).

Aeromodelling activities within aeromodelling associations must be the subject of an activity localization.

A model aircraft association can make a request to locate an activity by completing the CERFA 15478*02 form to be sent to the territorially competent DSAC/IR (see DSAC-IR contact details).

The activity location, published in the aeronautical information ( AIP ), includes the practical methods and in particular the maximum flight heights and whether night flying is authorized.

Any operation outside these locations of activity is described in the decree of December 3, 2020 relating to the use of airspace by aircraft without crew on board (article 5). This decree mentions in particular (but not exclusively):

• the prohibition of flights above public space in built-up areas,
• the obligation to notify flights in certain portions of airspace for model aircraft weighing more than 900 grams,
• a maximum flight height of 120 meters.

Training for remote pilots in model aircraft associations

Training intended for remote pilots in possession of an aircraft with a mass equal to or greater than 800g.

U-space: digital drone air traffic management

Since 2012 in France and more widely since 2019 in Europe, drone flights have had a regulatory framework aimed at offering the best conditions for the civil operation of these flying machines while preserving safety. These rules for access to airspace are supplemented by a solution common to all European Union countries and called “U-space”. U-space facilitates the use of drones that is safe and protective of the environment and privacy. With entry into force on January 26, 2023, the U-space regulatory framework benefits all operators, service providers, companies, communities and citizens concerned by the use of civilian drones.

U-space refers to air traffic management of unmanned aircraft (UAS), with a high level of automation and digitization, guaranteeing a safe integration of these drones into airspaces from a point of view. view of security and safety, but also respectful of the environment and protection of privacy.

The principle of U-space is the systematic use, in certain airspaces, of a set of digital services provided online to UAS operators or remote pilots. These services are designed for flight safety, including that of manned aviation.

All airspaces with a particular need – safety, security, environment or privacy – related to drones are likely to benefit from a “U-space”. This can concern any type of airspace, whether controlled or not, in urban or rural areas, around aerodromes or even in the airspaces of airports.

The 3 key elements of U-space

The U-space is based on 3 main elements:

• Airspaces designated U-space by the State and in which the vast majority of aircraft flying there are drones. These spaces can be penetrated by manned aircraft under certain conditions:
  • In uncontrolled airspace: the “ electronic perceptibility ” of the aircraft;
  • In controlled airspace: the “ dynamic reconfiguration of airspace ” under the responsibility of the control service;
• Standardized digital services called “ U-space services ”. Four of these services are compulsorily provided to UAS operators inside U-space spaces. The providers of these services are called “U-space service providers” (USSP or U-space service provider). They must have a European certificate issued by the national authority of a European State or by the European Union Agency for Aviation Safety (EASA);
• Common information services ( CIS or common information service), forming a basic digital infrastructure for each U-space. They consist of the provision of data allowing the use of U-space services and therefore circulation in U-space (e.g. information on airspace and traffic) for the needs of USSPs but also air navigation service providers, drone operators and all other stakeholders (eg Air Force).
  A single service provider in a U-space area may be designated by the State to provide these CIS services. This type of service provider is called a single CISP (common information service provider). He must also have a European certificate.

CISP (Common Information Service Provider): Common information service provider. They are said to be “single common information service provider” (single CISP) when they are designated by a State to provide the common information services on an exclusive basis in all or part of a U-space airspace

U-space airspace: a UAS geographical area designated by Member States, in which UAS operations are only permitted with the support of U-space services

Airspace risk assessment: an assessment of operational risks and safety and security risks, taking into account the required levels of safety performance defined in the European plan for aviation safety and the national program safety measures referred to, respectively, in Articles 6 and 7 of Regulation (EU) 2018/1139, the type, complexity and density of traffic, location, altitudes or heights and classification of the airspace

Electronic Perceivability: Ability to make itself permanently electronically perceivable to U-space service providers by one of the acceptable means of compliance with Regulation 2021/666 (e.g. ADS-B “Out” 1090 MHz)

Main establishment: the central administration or registered office of a U-space service provider or a common information service provider in the Member State in which the main financial functions and operational control of the provider are carried out Services

Dynamic Airspace Reconfiguration: the temporary modification of U-space airspace to accommodate short-term changes in manned aircraft traffic demand, by adjusting the geographical boundaries of that U-space airspace -space.

Common Information Service: a service disseminating static and dynamic data to enable the provision of U-space services for the purpose of traffic management of unmanned aircraft on board

U-space service: a service based on digital services and automation of functions, designed to ensure that a large number of UAS have secure, safe and efficient access to U-space airspace

UAS (Unmanned Aircraft System) or “aircraft system without a crew on board”: any aircraft without a crew on board and the equipment used to control it remotely

Flying a drone. –  Flying a drone in the archipelago, a few rules to know (translated below)

Drone Regulations Translated into English by Google

DRONES AND ARCHIPELAGO

More and more Saint-Pierrais and Miquelonnais will be brought with the return of beautiful days to use a drone. Although mostly looking like toys, these drones are considered to be aircraft and their users such as pilots (called telepilots). National regulations are applicable for the flight of these drones as well as their owners. Within our archipelago, given its small size, these regulations are very binding. In the first part are presented the rules of use of a drone within the archipelago. The second part presents detailed technical data for people wishing to go into the details of the regulations. In order to allow free use of drones, the prefecture of Saint-Pierre and Miquelon as well as the Civil Aviation Service of Saint-Pierre and Miquelon offer solutions.

1. General rules for flying a drone

2. National regulations applying to drones and their pilots

3. Adaptation of national regulations to our archipelago
In order to allow free use of drones, the prefecture of Saint-Pierre and Miquelon as well as the Civil Aviation Service of Saint-Pierre and Miquelon offer solutions.
On the other hand, the majority of drone flights taking place within the framework of activities of hobbies, only this activity will be mentioned below.
Thefts in the context of special activity are the subject of a detailed chapter in second part of this booklet.

These areas are shown on the following maps:
Fly your drone in a green area does not exempt you from complying with the general rules of use mentioned above (in particular points 1,4,6 and 7).

Saint Pierre

The following areas are therefore subject to prefectural authorization:
– The agglomeration of Saint-Pierre;
– The western part of Ile aux Marins;
– The Saint-Pierre hydrocarbon depot;
– The EDF plant;
– The Galileo protected site.
Within the orange zone, the model aircraft field and the belvedere are represented by a green area.

Agglomeration of Saint-Pierre:

Sailor Island:

Miquelon-Langlade:
Only the next band will be orange in color.
The rest of the territory of Miquelon and Langlade will be classified green.
The maximum height of movement in the green zone is 50 m so as not to interfere with the movement of aircraft that would be required to fly over this territory.

The agglomeration of Miquelon:

4. Penalties incurred
Any contravener of the applicable regulations for the setting implementation of a drone will be opposed to article L 6234-4 of the code of transport and will incur one year of imprisonment and 75,000 € fine.
“Is punishable by one year’s imprisonment and a fine of €75,000 for the technical operator, the owner and, if  applicable, commercial operator of:
– Placing or leaving an aircraft in service without having obtained an airworthiness document or a certificate of limitation of nuisances when these are due; Operate or let taxi an aircraft whose airworthiness document or the nuisance limitation certificate have ceased to be valid;
– Make or let circulate an aircraft that does not meet at any time both the technical conditions of airworthiness that served as the basis for the issue of the airworthiness document than to the rules relating to the maintaining the validity of this document;
– Operate or allow an aircraft to circulate under conditions of use that do not comply with the rules enacted in order to ensure safety by this part or by the texts adopted pursuant to this part by the Minister responsible for civil aviation and relating to the equipment of aircraft, the terms of their. use, the composition of the crews and their conditions of employment. »

1. Integration of drones within the airspace
Drones will logically evolve within the airspace and therefore their use will be subject to specific regulations in order to guarantee to all users a maximum level of safety.
Depending on the evolution distance of a drone from an airstrip, the maximum height of use is regulated and shown in the following diagrams:
General rule :

When airspace is present:

2. Airspaces in Saint-Pierre and Miquelon
The archipelago is subject to the application of national regulations.
2.1 Airspace in Saint-Pierre
2.1.1 Saint-Pierre control area
A control zone encompasses the immediate surroundings of Saint Pierre Pointe airport white in order to provide control service to aircraft flying nearby immediately from the track.
This CTR, according to the ICAO airspace classification, is class D. This implies that aircraft trajectories are controlled and regulated in order to guarantee the regulatory minimum separations imposed on outgoing traffic as well as on
the arrival.
Its classification imposes in particular compulsory radio contact on any aircraft wishing to leave or arrive at Saint Pierre.
This control zone is in the form of a cylinder whose base measures 6Nm (about 11 km) in radius and extends vertically up to an altitude of 2000ft (600 m) and allows to encompass the initial and final trajectories of any aircraft.
The control service is provided by the SAC-SPM.

2.1.2 The Saint Pierre Terminal Control Area (TMA)
Capping the previously mentioned control zone, we find a region of terminal control (TMA).
Saint Pierre airport can accommodate several types of aircraft ranging from light to heaviest, and each being subject to specific regulations depending on whether they evolve by visual cueing or by using instrumental references, this region
the purpose of the terminal is to control and organize the mix of this traffic in order to guarantee safe departures or arrivals.
The control region is added to the control zone and to the lateral limits and vertical much more extensive than the CTR. Its ICAO classification is also D, imposing so the radio contact.
By abuse of language, if the CTR makes it possible to control air traffic in the immediate vicinity of the airport, the terminal region makes it possible to provide the service of control to approaching aircraft.
The airspace in which all aircraft operate does not therefore present any discontinuity.
This terminal control region (TMA) is in the form of another cylinder fitting around the CTR. Its base measures 35 Nm (64 km) in radius and has vertical limits 700ft (210m) up to 18,000ft (5400m). It therefore includes the trajectories of any aircraft leaving or rejoining its air corridor.

2.2 Airspace in Miquelon
Miquelon airport does not have dedicated airspace. Unlike of Saint Pierre, there is no control zone in Miquelon. However, above Miquelon airport, we find the terminal control area managed by Saint Rock. Thus the airspace between the ground and 700 ft (210 m) is not controlled (this which does not mean that a pilot can do what he wants there…).
Above 700ft, the airspace is controlled by the Saint Pierre organization. In effect, this terminal region also makes it possible to render the control service to the aircraft arriving or departing from Miquelon under instrument flight rules, the final phase landing being supervised by the AFIS agent from Miquelon.

This map extract allows you to visualize the extent of one of the final arrival trajectories in Miquelon. 3 minutes of flight represents approximately a distance of 6 Nm (11 km).

3. Specific activities
In order to be able to use a drone for specific activities, the telepilot is notably subject to the possession of a theoretical aeronautical title official and the operator must be declared and approved by the General Management of Civil Aviation.
The use of a drone in the context of specific activities is done according to 4 scenarios pre-established :
– Scenario 1: This is a use outside a populated area, without overflight of third parties, in sight and at a maximum horizontal distance of 200 meters from the telepilot. There is no particular mass limitation. A safety perimeter on the ground must be established.
– Scenario 2: This is a use outside a populated area, without third parties on the ground throughout the tumbling area, at a horizontal distance maximum of 1000 meters from the remote pilot. The mass of the drone is limited to 2 kg if the flight height exceeds 50 meters above the ground. A safety perimeter on the ground must be established.
– Scenario 3: This is for use in a populated area, without overflight of third parties, in sight and at a maximum horizontal distance of 100 meters from the telepilot. The maximum authorized mass of the drone is 8 kg. A safety perimeter on the ground must be established.
– Scenario 4: This is a use outside a populated area not meeting the criteria of scenarios 1 and 2. The maximum authorized mass is 2 kg and the overflight of third parties is possible. The regulations do not exclude the overflight of third parties on the ground but impose that the operations take place in an unpopulated area, i.e.:
– Outside built-up areas and,
– More than 50 meters from any gathering of people.
Any telepilot wishing to fly in the context of specific activities must create a professional structure and will be subject to declaration as well as filing with civil aviation several manuals allowing the authority to control its activity.

4. Perimeter security in populated areas
All flights in populated areas must be subject to the establishment of a perimeter of safety on the ground in order to guarantee the protection of populations.
The security perimeter is defined as follows:

The dimensions of the security perimeter to be implemented are summarized in the following tables for Scenarios 1 and 3; scenario 2 imposes a security perimeter defined by the formula:

Advanced Air Mobility (AAM) Regulations & Policies

None found by the author.

However, should you, the reader, happen to stumble across something to the contrary, please email the author at FISHE5CA@erau.edu and you may be mentioned in the ACKNOWLEDGEMENTS section of this book by way of thanks for contributing to this free eBook!

Advanced Air Mobility (AAM) News

None found by the author.

However, should you, the reader, happen to stumble across something to the contrary, please email the author at FISHE5CA@erau.edu and you may be mentioned in the ACKNOWLEDGEMENTS section of this book by way of thanks for contributing to this free eBook!

Short Essay Questions