FAA Regulation

The answers you need

Currently, there are no regulations applicable to Remotely Piloted Aircraft Systems (RPAS) with a weight in excess of 25 kilograms (55 pounds) or operated beyond visual line of sight (BVLOS) such as the operation being proposed by Sky Canoe.

Individual regulatory authorities are approving operations of RPAS outside the scope of the current regulatory framework by means of Special Flight Operations Certificates (Canada), exemptions (United States) or equivalent regulatory documents in other jurisdictions.

 The basis for the issue of these documents is a risk management framework. The regulatory authority will authorize a specific RPAS operation when the applicant has demonstrated that risks associated with the operation are appropriately managed. This is the model promulgated by the Joint Authorities for Regulation of Unmanned Systems (JARUS) and currently being reviewed by the FAA and Transport Canada for implementation.


The first step in the process is to prepare a Specific Operational Risk Assessment (SORA). These assessments are specific to the specific geographic area and nature of the proposed operation.

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Sky Canoe has the tools in place to comply with this future legislation, and is committed to anticipating and exceeding regulatory requirements. We have proactively engaged with FAA and Transport Canada, confirming our compliance efforts directly with authorities and ensuring a direct line of communication with regulators. Sky Canoe’s commitment to go beyond regulations and deliver unmatched safety and security to customers – includes but is not limited to the following:

  • In the case of one motor failure, Sky Canoe can operate as a STOL design which will be used during unusual flight conditions. Should multiple motors fail, Sky Canoe can deploy its flaperons and glide to the ground in slow speed to a determined alternate. If all systems fail, it deploys a parachute which has a decent rate of 3 mph.

  • Sky Canoe's pre and post flight checks are done through a series of electronic checks similar to automotive diagnostics. A technician can remotely access the aircraft’s CPU and download data and look to see if all the codes are in the normal position when at a terminal. Should anything be discovered that could pose trouble, the technician can make adjustments and or remove the aircraft from service.  Every time Sky Canoe lands it is also checked over and recharged automatically by the terminal.

  •  Commercial UAVs are now required by CDN and USA law to use FCC approved frequencies in the 900 MHz ranges. Sky Canoe uses two separate frequencies, one for the autopilot and the other for the aircraft data. These have 15 watt carriers and are discrete to Sky Canoe under license. We can increase the range by asking the FCC for more power or by using multiple ground antennas.

  • Sky Canoe will utilize Traffic Advisory Systems to monitor aircraft that may be operating in the vicinity of cargo drone operations. 

  • Sky Canoe can communicate to all human pilots and air traffic controllers using standard NAV phonetics and aviation protocols through standard aeronautical radio channels