FAA and EASA Pledge Closer Cooperation: What Part 107 Pilots Should Know About BVLOS Interoperability

The Federal Aviation Administration and the European Union Aviation Safety Agency used their annual International Aviation Safety Conference in Chantilly, Virginia, in mid-June 2026 to reaffirm a practical working relationship. FAA Administrator Bryan Bedford described the moment as one of the most innovative periods in aviation and stressed the value of shared information. EASA Executive Director Florian Guillermet echoed the need for cooperation so that innovation proceeds without eroding public confidence.\n\nThe published commitments are concrete. The agencies said they will expand collaboration and sharing of operational data to support rulemaking, streamline approval processes for advanced aviation technologies, accelerate integration of automated flightdeck systems, and modernize training and information exchange on emerging risks. The conference theme—“Safety Together: Innovation, Integration, and Trust”—framed the discussion. No joint drone rule was announced, and the U.S.-EU Aviation Safety Agreement still does not provide mutual recognition for BVLOS operational authorizations.\n\nA guest analysis published by Commercial UAV News on October 14, 2026, examined what that cooperation could mean for commercial drones. The piece argues for “regulatory interoperability” rather than full harmonization: compatible safety-assessment methods, shared terminology, comparable test methods, and coordinated evaluation of technologies such as detect-and-avoid and command-and-control links. An authorization issued under Europe’s Regulation (EU) 2019/947 and its Specific Operations Risk Assessment (SORA) framework does not authorize the same flight in the United States, and an FAA approval does not automatically satisfy European requirements. Interoperability would reduce the need to repeat expensive validation when testing protocols differ.\n\nEurope organizes drone operations by risk category. Operations in the specific category generally require an operational authorization supported by SORA, a methodology developed by JARUS and accepted by EASA. SORA 2.5, adopted by EASA, applies a more quantitative treatment of ground risk so that assessments remain proportionate. In the United States, advanced BVLOS work continues through Part 107 waivers, Section 44807 exemptions, or Section 927 waivers while the proposed Part 108 framework moves through final review. The Part 108 final rule text reached the Office of Information and Regulatory Affairs in July 2026 and, as of early October, remained pending. Until a final rule is published in the Federal Register and becomes effective, Part 107 remains the primary certificate for small unmanned aircraft and the required pathway for most commercial pilots.\n\nFor a certificated remote pilot the near-term effect is limited but useful. Shared operational data and aligned evaluation methods can lower the cost of developing and certifying detect-and-avoid systems that both markets will eventually expect. Manufacturers that sell into both jurisdictions face repeated validation today; common evidence formats would shorten that cycle. Public-safety and infrastructure operators who already fly under waivers may see clearer guidance on ground-risk calculations once Part 108 is finalized, especially if the agencies continue to compare notes on population-density and mitigation approaches.\n\nThe Commercial UAV News analysis also cites a September 2026 rescue in Squamish, British Columbia, in which drones provided lighting and a line so a stranded climber could retrieve a rope and descend without placing additional rescuers on the face. The example illustrates the operational value of reliable BVLOS or extended-range capability; it does not create a new U.S. authorization path.\n\nPart 107 pilots should continue to treat visual-line-of-sight rules, airspace authorizations (including LAANC where available), and documented risk mitigations as the controlling requirements. When a mission needs BVLOS, the existing waiver or exemption process remains the only lawful route. Building clear safety cases, logging operational data, and selecting aircraft that already meet current Covered List and procurement constraints will position operators for whatever final Part 108 text emerges. Monitoring FAA and EASA joint statements for further detail on automated systems and risk methodologies is the practical next step.