What is UTM? Understanding UAS Traffic Management
UAS Traffic Management (UTM), also called Unmanned Aircraft System Traffic Management, is the FAA's framework for coordinating multiple drone operations safely at low altitudes—particularly where traditional air traffic control services are not provided.
The FAA describes UTM as "a cooperative ecosystem where drone operators, service providers, and the FAA determine and communicate real-time airspace status" to enable multiple beyond visual line of sight (BVLOS) drone operations.
Key Characteristics of UTM
- Separate from but complementary to traditional air traffic control
- Automation-first: Coordination happens through APIs, not voice communications
- Distributed responsibility: Operators and service providers coordinate operations, with FAA establishing rules
- Real-time constraints: FAA provides real-time airspace constraints that operators must follow
UTM Today: What's Already Operational
UTM is not a future concept—parts of it are live and in use daily across the United States. The two most critical operational components are LAANC and Remote ID.
LAANC: Low Altitude Authorization and Notification Capability
LAANC is the FAA's automated system for airspace authorizations in controlled airspace, available at 726+ airports nationwide.
What LAANC Provides
- Automated authorization for operations under 400 feet in controlled airspace
- Near real-time approvals (often within seconds to minutes)
- Visibility to air traffic professionals about drone operations
- Automated checking against UAS Facility Maps, Special Use Airspace, airports, TFRs, and NOTAMs
How LAANC Works
- Pilot submits request through an FAA-approved UAS Service Supplier (USS) app
- Request is automatically checked against multiple FAA data sources
- If within approved altitudes, authorization is granted in near real-time
- Operations above designated ceilings require "further coordination" (manual review by Air Traffic Manager)
LAANC Availability
- Available to both Part 107 commercial pilots and recreational flyers
- Requests can be submitted up to 90 days in advance
- Further coordination requests typically require 72+ hours advance notice
- Available through FAA-approved USS providers via mobile apps and desktop tools
Remote ID: The Digital License Plate for Drones
Remote ID is the FAA's identification and location broadcast requirement for drones, mandatory since September 16, 2023, for most registered drones.
What Remote ID Broadcasts
- Drone identification (unique serial number or session ID)
- Real-time location (latitude, longitude, altitude)
- Control station location (takeoff point or pilot location)
- Velocity and altitude information
Why Remote ID Matters
The FAA emphasizes that Remote ID "lays the foundation of the safety and security groundwork needed for more complex drone operations" and helps law enforcement and federal agencies "locate the control station when a drone appears to be flying in an unsafe manner."
Remote ID Compliance Options
- Standard Remote ID drone (built-in broadcast capability)
- Remote ID broadcast module (retrofit device, requires visual line of sight)
- FAA-Recognized Identification Area (FRIA) — specific geographic areas where non-Remote ID drones can fly
How UTM Actually Works: The Four-Step Process
Understanding UTM means understanding the operational workflow:
1. Plan the Operation
Define flight parameters, including route, altitude, timing, aircraft details, and contingency procedures.
2. Check Constraints and Obtain Authorization
- In controlled airspace: Use LAANC for automated authorization
- Check for TFRs, NOTAMs, Special Use Airspace
- Verify compliance with UAS Facility Maps
3. Coordinate Through Service Suppliers
- Operators use UAS Service Supplier (USS) tools
- USS tools exchange information through automated APIs
- Real-time data sharing enables coordination between operators
4. Maintain Situational Awareness
- Monitor real-time constraints from FAA
- Manage conflicts with other operations
- Ensure safe separation and conformance monitoring
UTM and BVLOS: The Critical Connection
Beyond Visual Line of Sight (BVLOS) operations are where UTM becomes essential rather than optional.
Current BVLOS Regulatory Status (February 2026)
The FAA's landmark Part 108 BVLOS rulemaking is in final development:
- NPRM published: August 7, 2025
- Initial comment period closed: October 6, 2025 (received 3,000+ comments)
- Comment period reopened: January 28, 2026
- Focused comment deadline: February 11, 2026 (focused on electronic conspicuity and right-of-way)
- Expected final rule: Spring 2026
- Implementation: Estimated late 2026 to early 2027
What Part 108 Means for UTM
The proposed Part 108 rule is designed to work hand-in-hand with UTM by:
- Replacing case-by-case waivers with standardized operational approvals
- Establishing performance-based requirements for BVLOS operations
- Mandating integration with UTM service providers
- Requiring detect-and-avoid capabilities and continuous position tracking
- Creating operational area approvals instead of per-flight authorizations
The FAA's UTM Concept of Operations describes UTM as supporting "operations below 400 feet AGL, while addressing increasingly complex operations across controlled and uncontrolled airspace."
Key Takeaways
✓ UTM is operational today through LAANC and Remote ID, not a future concept
✓ Automation-first coordination via APIs is fundamental to UTM's architecture
✓ BVLOS operations require UTM for safe coordination at scale
✓ Part 108 final rule expected spring 2026, transforming BVLOS operations
✓ 726+ airports support LAANC for near real-time airspace authorization
✓ Remote ID is mandatory since September 16, 2023, for most registered drones
✓ USS providers deliver UTM services to operators through apps and tools
Frequently Asked Questions
Is UTM the same as air traffic control?
No. UTM is separate from but complementary to traditional air traffic services. It enables automated planning, authorization, surveillance, and conflict management at low altitudes where traditional ATC services are not provided. The primary coordination mechanism is through distributed, highly automated systems via APIs, not voice communications.
What's the most operational UTM component today?
LAANC is the most widely used UTM capability, available at 726+ airports and processing hundreds of thousands of authorizations monthly. It provides automated airspace authorization for controlled airspace through FAA-approved UAS Service Suppliers.
What data does LAANC check against?
LAANC requests are validated against:
- UAS Facility Maps (altitude ceilings)
- Special Use Airspace data
- Airspace classes (B, C, D, E)
- Temporary Flight Restrictions (TFRs)
- Notices to Airmen (NOTAMs)
Who provides LAANC services to operators?
FAA-Approved UAS Service Suppliers (USS) provide LAANC access through mobile apps and desktop applications. These companies have agreements with the FAA and provide the operator-facing tools that connect to FAA systems.
Is Remote ID the same as LAANC?
No. Remote ID is a broadcast requirement that provides identification and location information during flight. LAANC is an authorization system for accessing controlled airspace. Both are complementary components of the UTM ecosystem, but serve different purposes.
Why does Remote ID matter for UTM?
The FAA states that Remote ID "lays safety and security groundwork for more complex operations" and provides essential visibility for enforcement and safety. It's foundational to scaling BVLOS operations because it enables:
- Real-time tracking of operations
- Enforcement and safety monitoring
- Accountability for airspace usage
- Coordination between multiple operators
Is BVLOS regulation changing right now?
Yes. The FAA reopened the comment period for its Part 108 BVLOS NPRM on January 28, 2026, with comments due by February 11, 2026. The reopening focuses specifically on:
- Electronic conspicuity requirements
- Right-of-way rules between manned and unmanned aircraft
- Detect-and-avoid technology standards
A final rule is expected in spring 2026 with implementation estimated in late 2026 to early 2027.
Can recreational drone pilots use LAANC?
Yes. Both Part 107 commercial pilots and recreational flyers (operating under 44809) can use LAANC to obtain airspace authorization for controlled airspace at or below 400 feet.
SkyTrade UTM Application — Sample Views
The following screenshots show the SkyTrade UTM application in action, demonstrating how municipalities and UAS Service Suppliers can manage airspace operations, corridor planning, and authorization workflows through a unified platform.
UTM Overview
Unified airspace view showing active UAS operations, traffic density, and real-time status across the jurisdiction.
Corridor Management
Define, manage, and monitor drone corridors with automated scheduling and conflict detection for routine flight paths.
Airspace Authorization
Streamlined authorization workflows with LAANC integration, enabling near real-time approvals for controlled airspace access.
Related reading: Drone Corridor Programs — how cities manage routine flights transparently and predictably.