FAA COA vs Part 107 for Public and Commercial Use

There are two main paths for anyone looking to get into drone operations in the United States: the Part 107 license and the FAA Certificate of Authorization (COA). That’s for those seeking to use their drones legally for work or public service. This blog post will break down what each one means, how they’re used, and which might be right for you. 

Part 107: The Commercial Drone License

Part 107 is the FAA’s set of rules for small unmanned aircraft used commercially. When people talk about getting a “drone license,” they usually mean becoming a Part 107 certified remote pilot. Under Part 107, if your drone weighs under 55 pounds, you can fly it for work or business as long as you follow the rules. To get the license, you have to pass a knowledge test to earn an FAA Remote Pilot Certificate. It’s not hard to get started quickly – many people complete their training and pass the test in a matter of weeks. In fact, as of 4th January 2025, over 444,960 people in the U.S. have obtained a Remote Pilot Certificate, showing how popular this route has become.

What can you do under Part 107? 

Quite a lot, actually. You can fly during the day, up to 400 feet above ground, and within your visual line of sight. Initially, Part 107 had strict limits – no flying at night or over people without special permission, for example. But the rules have evolved. Since April 2021, licensed Part 107 pilots can fly at night, over people, and over moving vehicles without a waiver if they meet certain FAA requirements (like operating drones equipped with proper safety features and lighting). 

This update makes it easier to do jobs like nighttime search missions or filming events, as long as you take the prescribed safety measures. Still, some things remain off-limits unless you get a waiver: for instance, flying beyond visual line of sight (BVLOS) – meaning the drone is so far away you can’t see it at all – generally requires special approval. The same goes for unusual operations like flying multiple drones at once or high above 400 ft. The FAA can grant case-by-case waivers to Part 107 pilots for these, but you have to apply and demonstrate you can do it safely.

Related Reading: CONOPs for Part 107 Waiver Applications — Guide For Drone Pilots

Part 107 is the go-to choice for commercial drone work. Construction companies, real estate photographers, utility inspectors, and agricultural consultants – they almost all operate under Part 107. It’s accessible to anyone 16 or older who passes the test and follows the rules. If you’re a private business or an individual offering drone services, Part 107 is mandatory. And even if you work for a government agency, Part 107 is an option for you too. Many public agencies choose to have their pilots certified under Part 107 to provide a solid baseline of knowledge and professionalism.

FAA COA: Certificate of Authorization for Public Operators

Now, what about a COA? A Certificate of Authorization (COA) is very different from a Part 107 license. Think of it as a written permission slip from the FAA for a specific entity to do specific drone operations, usually ones that Part 107 might not allow by default. COAs are only available to governmental or public agencies – for example, federal agencies, state and local law enforcement, fire departments, or public universities. A private company or individual cannot just get a COA for general use (though companies can sometimes partner with agencies or get special waivers, which we’ll get to later).

Under a COA, the rules can be tailored to the agency’s needs. The FAA basically says, “Okay, Agency X, you are authorized to operate drones for these purposes, in these areas, under these conditions.” 

To get that authorization, the agency has to go through a lengthy application process. You don’t just take a test like Part 107 – instead, the agency submits detailed plans to the FAA. You have to specify where you want to fly, what drones you’ll use (with make/model and serial numbers), how you’ll conduct operations (your safety procedures and policies), and who will be flying. Government agencies can actually self-certify their drone pilots under a COA, meaning the individual pilots don’t need an FAA license. However, the agency must show it has a thorough training program and that its pilots are properly qualified. In practice, many agencies still have their pilots get the Part 107 certificate in addition to operating under the COA – it helps cover all bases and reassure the public that the team is well trained.

Learn more about the application process: How to Get a Certificate of Authorization (COA) for Governmental Organizations

What does a COA let you do? In short, it grants more operational flexibility. A COA can waive many of the standard restrictions. For example, a public safety COA might allow routine flights at night, or let the agency fly in certain controlled airspace without needing individual clearances each time. It can even permit flights over people during emergency situations like disaster response or active crime scenes. Perhaps the biggest advantage is with BVLOS operations. If an agency knows it will need drones to go beyond visual line of sight (say, to search a large area for a missing person), a COA can include permission for that or make it easier to get waivers for those missions. In contrast, a Part 107 pilot would have to apply for a BVLOS waiver for each use case or project, which can be slow and not guaranteed. In fact, the FAA has a special kind of emergency BVLOS waiver for law enforcement and first responders, called a tactical BVLOS (TBVLOS) waiver, but you can only get those if your agency already has a COA. That’s a big incentive for public safety agencies to pursue a COA – it unlocks emergency permissions that Part 107 alone can’t provide.

It’s important to note that obtaining a COA is not a quick or easy process. Unlike the Part 107 certificate that you can earn by passing a test, a COA might take months to get approved. You have to coordinate with the FAA, submit all that documentation, and sometimes go back and forth to fine-tune the application. One police officer involved in starting a drone unit described the COA process as “long and involved,” but also noted that FAA representatives will work with you and guide you through it. Once you do have a COA, it typically needs to be renewed (most COAs expire after a certain period, often two years). Also, the COA is limited to the operations and area you requested. If your mission profile changes, you might have to update it or get additional waivers.

In summary, a COA is a custom set of drone rules for a specific public agency. It’s great for flexibility, but it requires more effort and oversight. For most private drone operators, a COA isn’t even an option – Part 107 is the way to go. But for government users with demanding missions, a COA can be a significant boost in terms of what you’re allowed to do.

FAA COA vs Part 107: Key Differences at a Glance

Let’s highlight the main differences:

• Who Can Use It: Part 107 is available to anyone (individuals or companies, private or public) who qualifies – it’s the standard for commercial and non-hobby drone flying. A COA, on the other hand, is only for public agencies (government entities). If you’re a private business, you cannot get a public COA for yourself.
• Pilot Requirements: Under Part 107, each pilot needs to be certified by the FAA (pass the test, get the license). Under a COA, the agency can self-certify its pilots. This means the pilots might not need individual FAA licenses, but the agency must have a robust training and certification program in place. (Many agencies still encourage or require Part 107 certificates for their pilots as well, because it’s an extra layer of credibility and knowledge.)
• Operational Permissions: Part 107 has fixed rules that you must follow, unless you apply for a waiver. For example, without waivers you must keep drones within line of sight, under 400 feet, not directly over bystanders, and outside of certain airspace. A COA can pre-authorize operations that would normally break those rules. For instance, a typical COA for police or fire might allow flights in controlled airspace within the agency’s jurisdiction, allow flying over people during emergencies, or let you fly at night routinely without needing separate waivers. So a COA can be written to include special provisions the agency needs, whereas Part 107 requires you to ask permission (via waivers) each time you want to do something beyond the ordinary.
• Application Process & Speed: Getting a Part 107 remote pilot license is relatively fast – study for the knowledge test, pass it, and you’re set (usually within a few weeks). Getting a COA is much slower; it can take several months of paperwork and waiting for FAA approval. For that reason, many public safety teams start flying under Part 107 first (to get operations going and gain experience) while simultaneously working on their COA application.
• Emergencies and Flexibility: Part 107 has some flexibility through the waiver system and something called the Special Governmental Interest (SGI) process for urgent public safety requests. For example, if a public safety agency without a COA needs to fly a mission beyond the normal rules (say, at night over people in a disaster), they can quickly request an emergency waiver through the SGI process if one of their pilots is Part 107 certified. However, these are temporary, one-off approvals. If the agency already has a COA, they can often get emergency COA amendments in as little as 3 hours for critical missions. This can be literally life-saving when time matters.
• Accountability and Oversight: With Part 107, the FAA is mainly holding individual pilots accountable (you have a license to lose if you mess up). With a COA, the agency carries more responsibility to oversee its program. The FAA expects a COA-holding agency to have written procedures, maintenance programs, pilot training records, and so on. There’s a bit more bureaucracy involved, but it comes with the territory of greater operational freedom.
  

Now, let’s talk about how these differences play out in day-to-day operations.

Public Safety: Drones for Police and Fire Departments

If you’re involved in law enforcement, firefighting, or search and rescue, drones can be incredible tools for you. Should your department operate under Part 107 or get its own COA? You can do either or even both. Public safety agencies have unique needs, and the choice often comes down to how urgently you need to start flying and what kind of missions you expect to perform.

For many police and fire departments, speed is a big factor. Getting your team Part 107 certified is the quickest way to stand up a drone unit – your pilots can each study for a couple of weeks, pass the FAA test, and you’re legally ready to fly under the Part 107 rules. This means right away you can start doing things like photographing accident scenes, surveying fire damage, or monitoring event crowds, as long as you stay within line-of-sight and other rules. In parallel, some departments apply for a COA knowing it will take a while to be approved. This “double approach” has become pretty common. For example, the Gurnee Police Department in Illinois chose to have all their drone pilots get Part 107 licenses while also pursuing a COA. Being able to say “our pilots are FAA-certified and we have a special FAA authorizatio can give a department’sdrone program extra credibility from day one.

Where a COA really proves its worth is in expanding the kinds of operations you can do in public safety. Say you’re a fire chief and there’s a major wildfire or a hazmat incident. You might want to send a drone beyond the pilot’s visual line of sight to map the affected area or to fly over a crowd during an evacuation to direct people. Those are the exact kinds of actions Part 107 normally forbids without a waiver. If your agency has a COA, you could have provisions already in place that allow those actions in defined emergency scenarios. Even if your COA doesn’t explicitly allow every scenario, having one opens the door to rapid approvals. Agencies with COAs can get emergency waivers in as little as 3 hours for urgent, life-saving missions. By contrast, if you only have Part 107, you’d be relying on the FAA’s emergency SGI waiver process and hoping for quick permission, which isn’t guaranteed.

A great example is the emerging “Drone as First Responder” (DFR) programs. In a DFR program, when someone calls 911, a drone is launched immediately to the scene, often arriving before police officers on the ground. The drone’s camera gives real-time video to responders. Departments in California, Texas, and Georgia have been pioneering this approach. To do this legally, they needed FAA approvals to fly beyond line of sight (since the pilot might be launching the drone from a station miles away from the incident). Chula Vista Police Department, one of the first DFR programs, operated initially under Part 107 waivers but later received a special COA to expand their capabilities. As of 2025, tactical BVLOS waivers (TBVLOS) specifically for public safety have become more common, but as mentioned, those require a COA-backed operation. If you’re in law enforcement and you want a drone to patrol beyond the operator’s view – for instance, to scan a neighborhood during a suspect search – getting a COA is almost a must.

Also Read: How Palm Springs Advanced Drone Program Is Changing Policing

Let’s talk numbers for a second: public safety agencies across the country are rapidly adopting drones. In 2016, only a few hundred agencies had drones; 1,665 police departments already had drones in their toolkits as of the start of 2025. Projections are that by the end of the year, public safety use would exceed 30,000 drones in operation. Most of those agencies likely start under Part 107, but a growing number are securing COAs as their programs mature and their missions become more ambitious. 

So if you are helping build a drone program for a city or county agency, get Part 107 certification for all your pilots first, so you can begin basic operations, and then evaluate if the extra capabilities of a COA are worth the effort for your situation. Often, the answer is yes – especially if your jurisdiction has busy airspace or if you anticipate high-risk missions (search and rescue, tactical response, disaster relief). Just be ready to invest time in paperwork and coordination to get that COA approved.

One more thing – having both Part 107 and a COA is not redundant; they actually complement each other in public safety. The Part 107 rules cover the fundamentals of safe flying, and your pilots should know them inside-out even when flying under a COA. The COA then adds a layer of mission-specific authority. Together, they ensure not only that you’re flying legally, but also that you have the maximum flexibility to get the job done when lives might be on the line.

Commercial Inspections: Construction, Utilities, and Infrastructure

Moving into the private sector, what if you’re using drones for business – say, inspecting cell towers, monitoring construction progress, or surveying infrastructure? In these cases, Part 107 is your baseline. Companies big and small across industries use Part 107 certified pilots to conduct their drone operations. There’s no alternative to Part 107 for a private enterprise; a construction firm or a power utility can’t get a public COA just for being a company (though they might collaborate on pilot programs with the FAA or government partners).

For most routine commercial inspections, Part 107 works well. Take a construction site for example: you can have a pilot with a Part 107 license fly a drone over the site to capture aerial photos, create 3D maps of the earthmoving progress, or inspect a roof. Typically, they’ll do this while staying within visual line of sight and below 400 feet, so it’s completely within the standard Part 107 allowances. If the site is in controlled airspace (perhaps near an airport), the pilot can request a quick airspace authorization online through systems like LAANC, which is also part of the Part 107 framework. All good so far.

However, as commercial drone operations scale up, some companies are pushing the boundaries. For instance, utility companies that inspect miles of power lines or pipelines are very keen on BVLOS operations – it’s inefficient to have a pilot follow a long power line on foot or by truck just to keep the drone in sight. These companies have been obtaining Part 107 waivers for BVLOS specifically for inspections. A notable example is Evergy Energy, which, through a partnership with the Kansas Department of Transportation, received a statewide Part 107 waiver to fly beyond visual line of sight along its power transmission lines in rural areas. This waiver lets Evergy conduct long-distance power line inspections up to 300 feet altitude without visual observers, greatly increasing efficiency.

Another example: Dominion Energy, one of the largest utilities, got FAA approval to perform drone-in-a-box remote inspections at some of its facilities.  Dominion received a Part 107 waiver on August 29, 2024 to fly a Skydio X2E drone beyond line of sight at an 835-acre solar farm near Washington Dulles Airport – the drone can inspect panels across the huge solar field even when the pilot can’t see it directl. Dominion also secured waivers for fully remote operations at power generation sites in multiple states, using drones with detect-and-avoid technology to fly safely around infrastructure.

Infrastructure inspection companies are doing similar things. There have been FAA-sanctioned trials where railroads inspect tracks with drones, and state transportation departments work with private contractors to inspect bridges using drones that might briefly go out of sight under the bridge deck. For example, North Carolina’s DOT obtained a waiver to let drones fly under highway bridges for inspections – the drone could collect images instead of needing a snooper truck or hanging an inspector from the bridge, allowing inspections to be done faster and without closing lanes to traffic. These cases required explicit FAA waivers, planning, and often additional tech (like having a visual observer in a strategic spot or employing special radar systems).

To summarise, Part 107 is usually sufficient for most day-to-day jobs of commercial operators. If you find that your operations need more freedom – like beyond-line-of-sight range or flights over busy populated areas – you will have to go through the FAA’s waiver process. It’s not as broad as a public COA, but it can be extremely useful. In fact, the FAA’s BEYOND program and other partnership initiatives have been working with industries to gradually expand what waivers can do, paving the way for new regulations. We might see new rules (sometimes dubbed “Part 108”) in the future that allow routine BVLOS for industry, but as of 2025 those are still in progress. So for now, big companies often hire drone law experts or consultants to help them secure the waivers they need under Part 107.

If you’re a small business owner or aspiring drone entrepreneur, don’t be intimidated by all this talk of waivers. Many businesses operate just fine within the normal Part 107 rules – you can get a lot done with a 400 ft altitude limit and keeping the drone in sight. The technology (high-res cameras, mapping software) means even line-of-sight flights can cover a large area with the right planning. Just know that if one day your boss asks you to do something like inspect a 5-mile stretch of power lines in one go, that’s when you’ll need to look into a waiver or reconsider how to tackle the job in smaller chunks. Part 107 is a flexible framework, but it has its limits, and safety is always the priority.

Drone Courses Online—Get Certified and Start Your High-Paying Career

Agriculture: Farm Drones and the Part 107/COA Decision

Agriculture is a huge and growing field for drones (pun maybe intended!). If you’re using a drone on the farm – whether you’re a farmer yourself or a contractor offering services – you’ll almost certainly start under Part 107. Agricultural drone operations like crop scouting, field mapping, and livestock monitoring are well within Part 107 rules. You send up a drone to survey crop health with a multispectral camera, or to check on a herd of cattle spread over a pasture. Typically, these flights are done within line of sight and in relatively low-risk rural airspace. Many agricultural areas are unrestricted Class G airspace, which means you often don’t even need special airspace clearance to fly there under Part 107. Just take your drone out and go (following the standard rules).

Now, agriculture does have some special use cases that push beyond standard Part 107. One is crop spraying. This is when a drone is used like a mini crop-duster plane to apply pesticides or fertilizers. Spraying drones are often larger and heavier than the 55-pound limit of Part 107 when you include their liquid payload. For example, a drone fully loaded with several gallons of liquid might weigh 70 or 80 lbs. To operate these legally, operators have been using another path: exemptions under 49 U.S.C. 44807 (formerly Section 333), which the FAA can grant for specific larger drones and missions. Along with such exemptions, operators get what’s essentially a special COA for those operations. 

It’s also worth noting: some public agencies in agriculture – like a state agriculture department or a university doing research – could operate under a COA if they’re government-affiliated. For instance, a state university might obtain a COA for UAS research that goes beyond Part 107 limits (like flying a swarm of drones over an experimental farm plot). These cases are less common, but they exist. The COA would allow those public institutions to conduct advanced flights by self-certifying their pilots and defining their own procedures. But again, for everyday crop scouting at a family farm, Part 107 is the name of the game.

In short, for agriculture, Part 107 is usually sufficient and certainly the starting point. It’s amazing how much useful data you can gather just by flying a drone under standard rules – farmers can assess crop health quickly and cheaply compared to traditional methods. As the technology and regulations evolve, we might see more widespread approvals for things like beyond-line-of-sight crop monitoring (imagine a drone autonomously scanning thousands of acres, or a swarm of drones coordinating to cover a huge ranch). Those will likely come through new COAs or updated rules down the road. For now, if you’re the person in charge of drones on a farm, focus on getting your Part 107 certificate and understanding those rules. They’ll cover your needs 95% of the time. And if you do need to go beyond them, know that the FAA can grant exemptions – it just takes more time and paperwork.

Choosing the Right Path for Your Needs

So, when it comes down to COA vs Part 107, what’s the verdict? The choice really depends on who you are and what you need to do with your drone.

• If you’re a private individual or company, Part 107 is not just the best choice – it’s the only choice (aside from very limited cases of experimental exemptions). You need that Part 107 license to fly drones commercially, period. The good news is Part 107 rules are generally flexible enough to cover a wide range of operations, and the waiver system is there for advanced missions. You’ll join a large community of certified pilots, and you’ll operate under a well-understood safety framework that clients and insurers trust.
• If you’re a public safety or government agency, you have a decision to make. Part 107 can get your program off the ground quickly and is great for fundamental drone skills and day-to-day operations. A COA will enable you to do more complex operations routinely and respond to emergencies more effectively. It does require more upfront investment in planning and administration. For many agencies, the answer to Part 107 vs COA is “both”. By starting with Part 107 and later adding a COA, you get the best of both worlds. You demonstrate professionalism and safety (every pilot had to earn a license), and you secure the FAA’s blessing to expand your drone missions when needed (the COA’s special provisions). Given how closely scrutinized new police and fire drone programs can be, having both in place is a smart way to cover all bases and put your best foot forward with the community.
  

Ultimately, the FAA created these two pathways to accommodate different needs. Part 107 is quick and universal, enabling innovation and business growth (there’s a reason tens of thousands of commercial drones are in the sky now). COAs are special and specific, enabling public missions that benefit from extra leeway (for example, sending drones into disaster zones or wherever they’re most needed). One is not “better” than the other in absolute terms – they’re just suited to different contexts.

For you as a student or aspiring drone pilot, the key takeaway is this: get your Part 107 certification if you haven’t already. It’s your foundation. Even if you end up working under a COA for a government agency, you’ll likely be glad you know the Part 107 rules inside and out. And if you do go the public service route, advocate for your team by explaining what a COA could bring to the table. Now that you understand both options, you can make an informed decision or recommendation about the best path for any drone operation you’re involved with.

Flying drones responsibly is all about balancing innovation with safety. Whether you’re inspecting a wind turbine on a contract or helping in a search-and-rescue with a sheriff’s office, the right regulatory pathway helps you do it legally and safely. 

FAQs on FAA COA and Part 107 Regulations

What is the difference between Part 107 and a COA? 

Part 107 is a commercial drone license available to anyone, while a COA (Certificate of Authorization) is special FAA approval granted only to public agencies for specific drone operations. If you’re a private business or individual, Part 107 is your go-to. If you’re a government agency with specialized needs, a COA might offer more flexibility.

Who can apply for Part 107 certification? 

Anyone aged 16 or older can apply for Part 107, provided they pass the FAA’s knowledge test. This license is required for commercial drone operations.

Who qualifies for a COA? 

Only public agencies can apply for a COA. These include law enforcement, fire departments, public universities, and other government bodies.

Do you need a Part 107 license to operate under a COA? 

No, public agencies can self-certify their drone pilots under a COA. However, many agencies still encourage their pilots to hold a Part 107 certificate to demonstrate professionalism and ensure baseline knowledge.

What kind of operations does Part 107 allow? With Part 107, you can fly during the day or night, up to 400 feet, within visual line of sight. You can also operate over people and vehicles if your drone has required safety features. For advanced operations (like BVLOS), a waiver is needed.

What can you do with a COA that you can’t under Part 107? 

A COA allows public agencies to perform more flexible missions, including routine BVLOS flights, flying in restricted airspace, and emergency flights over people. It removes the need to apply for waivers for each special mission.

How long does it take to get a Part 107 license? 

It usually takes a few weeks. You just need to study for and pass the FAA knowledge test.

How long does it take to get a COA? 

COAs often take several months to be approved, as the process involves submitting detailed plans and documentation to the FAA.

Can a company get a COA? 

No, private companies cannot get a COA for general operations. However, they may partner with public agencies or request exemptions for specific use cases.

Can public safety agencies use both Part 107 and a COA? 

Yes, and many do. Part 107 is great for quick deployment and training, while a COA adds mission-specific flexibility. Together, they make drone operations more versatile and credible.

What are some examples of COA use in public safety? 

Agencies use COAs for drone-as-first-responder programs, emergency BVLOS missions, and nighttime or disaster response flights. These missions would be restricted under normal Part 107 rules.

What if I want to fly a heavy drone for crop spraying? 

If your drone exceeds 55 lbs with payload, you’ll need an FAA exemption under U.S.C. 44807 and likely a special COA. This applies especially in agricultural spraying operations.

Can Part 107 cover most commercial jobs? 

Absolutely. For construction, photography, inspections, and general field mapping, Part 107 is more than enough. Waivers can be added as needed.

How do BVLOS operations differ between Part 107 and COA? 

Part 107 requires individual BVLOS waivers for each project, which can be slow and limited. COAs can include pre-approved BVLOS permissions for specific agencies and missions.

Is Part 107 enough for agricultural drone work? 

Yes, for most tasks like scouting, mapping, and livestock checks. But for heavy payload spraying or autonomous long-range flights, you’ll need additional exemptions or COAs.

What makes COAs more complex than Part 107? 

COAs demand detailed paperwork, agency coordination, operational planning, and ongoing FAA communication. They’re customized but take longer to process.

Can a COA be amended for emergencies? 

Yes, public agencies with a COA can request emergency amendments in as little as 3 hours. This is critical during disasters or urgent missions.

What’s the accountability structure for each? 

Under Part 107, pilots are personally responsible. Under a COA, the agency is accountable for training, documentation, and compliance.

What if I want to inspect infrastructure commercially? 

Use Part 107. If you need BVLOS access, apply for a waiver. Large utilities like Evergy and Dominion have done this with success.

Is it worth getting both a Part 107 and a COA? 

If you’re a public agency, yes. Combining both gives you speed, flexibility, and public trust. If you’re a private operator, focus on Part 107 and relevant waivers.