LAANC Authorization Denied: The Reasons Behind the Rejection and How to Get the Flight Approved

Facing a denied LAANC authorization is a frustrating experience for pilots who are Part 107 drone operators. Whether it's a technical error or a location issue, there are a number of reasons that can cause the request to get denied. In cases like this, it is important to understand the reason behind the denial in order to resubmit the application with the necessary changes.

Denied authorizations can sound like a dead end, but in fact, they are often just a routing issue. The FAA will usually give a reason for the denial, which can help a pilot understand the best way to adjust the request and get the flight approved.

There are four main ways in which a denial can occur. The first is if the pilot entered the wrong information, such as the wrong coordinates or an invalid date. If this is the case, it usually requires a quick correction that can be immediately resubmitted.

The second route is further coordination, which applies when the authorization doesn't fit within the parameters in the UAS Facility Map or is less than 400 feet. This is the term used when an authorization processed via LAANC cannot be automatically approved and requires manual approval on the FAA side.

According to the FAA, UAS Facility Maps are not airspace authorization and are for informational purposes only. They provide an estimate but can't override the need for approval in certain locations.

Part 107 operators can obtain an authorization for flights above the altitude threshold of the UASFM grid cell but up to 400 feet through the further coordination process. This is a manual approval request that must be reviewed and approved by the FAA.

Further coordination requests require approval by the Air Traffic Manager (ATM) or designee. If your request requires further coordination for any reason, you may add a provision in the application that would allow for a manual review. That means the FAA will take a closer look at the request and evaluate whether or not it should be allowed.

Therefore, it is crucial for operators to understand that the altitude displayed in the UAS Facility Map is a threshold, not a maximum permission. If a Part 107 authorization request is above a UASFM altitude, it cannot be automatically approved and will be routed to the system operator of the FAA facility of jurisdiction for further manual review or denial by the Air Traffic Control (ATC) desk.

Once further coordination has been requested, a pilot can receive one of three potential responses. A further coordination request gets a fully approved, partially approved, or a fully denied authorization. If no response is provided, the delay expires 24 hours before the start of the planned operation.

According to the FAA, their air traffic facilities are not authorized to directly engage with pilots for further coordination requests. However, operators can use the guidance provided on the more detailed denial reasons to adjust their upcoming operations for a more successful outcome. The advice includes making changes such as pulling back to a lower altitude to move into UASFM approval territory, selecting a different time of operation, or selecting a different location. This process allows them to potentially resubmit an altered request.

Most denials are either further coordination requests or cases in which the operator made an error. Error in an operation plan, such as an incorrect flight plan, date, or coordinates, can either immediately return a denial, or it can become routed to further coordination if the other facility has a reason for denial as well.

Facility denials may offer one of multiple reasons for a denial in order to help an applicant understand the issue.

Transitioning back to resubmission denials, in submitting a request, such as mis-matching the TSA and UAS Facility Map numbers or selecting the wrong airport.

Another separate, and less common, route for denied authorization is when LAANC itself is not an available process for approval to operate your intended flight. In this case, the denial isn't a rejection so much as a system-level feature informing the pilot that LAANC isn't the tool for what you need. When this is the case, pilots cannot operate in the intended location using the LAANC system and are ultimately responsible for determining how the operation may proceed, likely by using the paper-based waiver application in the FAADroneZone portal.

When this program does not have the capability to provide approval, authorization, or waiver to an intended drone operation, it is in theory an system architectural or policy issue that needs to be called to attention by contacting [email protected].

Understanding the different possibilities for a denied authorization allows for better diagnosis and faster flight approval. When a denial letter arrives, quickly understand which of the four possible paths you've landed in, and make the necessary changes to get the operation off the ground fast.