Draft Unmanned Aircraft (Offences and Consequential Amendments) Regulations 2025

The implementing regulation is amended by the Unmanned Aircraft (Amendment) Regulations 2025 to update the rules on UASs, simplifying the regulatory regime and ensuring a safe and secure airspace. The implementing regulation establishes a framework for the operation of UASs to ensure that they are used safely and regulated proportionately. This framework includes three risk-based categories of operation: “open”, or low-risk operations, “specific”, which carry a greater level of risk than the open category, and “certified”, which are the highest-risk operations. The implementing regulation includes requirements for registration and competency testing; it also provides for model aircraft operations in the framework of model aircraft clubs and associations under a bespoke authorisation.

The offences in this instrument largely replicate offences set out in the Air Navigation Order 2016. The draft regulations also provide for penalties for these offences, largely replicating the penalty provisions in the 2016 order. Owing to the amendments made by the 2025 regulations, it is necessary to revise the offences by removing them from the 2016 order and remaking them in this instrument.

The regulations will ensure that the rules for drones and model aircraft are safer and clearer for current and future use, and for that reason I commend them to the Committee.

I recognise the strong feelings about the shift from defining aircraft on the basis of weight to the new approach around toys, for example, about limits on legacy UASs and about the shortened transition period for remote ID. I appreciate that the Government have extended the transition period to mitigate the costs that could otherwise have fallen on low-risk users, in particular model aircraft flyers. The British Model Flying Association acknowledged recently that none of the new requirements will take effect for model aircraft until 2028 and that it is optimistic about a minimal impact on its members. That is an important reassurance, but does the Minister think the problem will persist after the transition period? Does he feel comfortable that the period provided is sufficient to address these concerns, and that we will not simply return to the same issue once the period expires?

I would like to raise the ongoing question of divergence from and conformity with European Union regulations. I understand that the new UK class marks will use different prefixes to ensure clear differentiation as standards evolve while maintaining broad alignment with the existing European class marking structure. Has the Minister engaged with the CAA on ensuring that lessons from other jurisdictions, particularly the United States of America, which has taken a markedly different regulatory path in several areas, are being fully considered? Alignment for its own sake cannot be the goal. Rather, we must ensure that our regulatory framework is the most effective for the United Kingdom’s safety, security and technological leadership.

I appreciate that this instrument is, by its nature, focused on offences and enforcement, and that the underpinning policy is found in the parallel amendment regulations. However, we must consider the whole framework together. Ultimately, enforcement must be effective and proportionate, but the regulations that sit beneath it must also be practical and allow the full spectrum of legitimate users, from companies pioneering advanced autonomous systems to long-standing model aircraft clubs, to continue benefiting from the extraordinary advances that we have seen in unmanned aircraft technology.