Drone regulations in Spain in 2026: what changed and what still applies

Drone regulation in Spain has gone through its most turbulent two years since the European framework came into force in 2020. Royal Decree 517/2024 set out to update the national rules; Supreme Court judgment 2941/2025 annulled part of that decree; on 1 January 2026 the national standard scenarios (STS-ES) disappeared for good in favour of the European STS-01 and STS-02; and the U-space plan is still rolling out with AESA and ENAIRE coordinating. If you operate a drone, all of this affects you directly — whether you fly for fun, for work, or you are putting on a drone show at a festival.

This guide goes through, point by point, everything that has changed since the 2024 version: what still stands, what was struck down, which new requirements have applied since 2026, and how it all affects operator registration, liability insurance, your aircraft’s class marking, Remote ID and the penalties for non-compliance. It also covers how this feeds into the professional training we run on our approved drone courses, because keeping up with the regulation is something we revise continuously at UMILES University.

The information here comes exclusively from official sources: AESA, EASA, the Spanish official gazette, the Ministry of Transport and Supreme Court case law.

What changed in Spanish drone regulation in 2026?

The biggest change is the end of the national standard scenarios (STS-ES) on 31 December 2025. Since 1 January 2026 only the European standard scenarios STS-01 and STS-02 are valid, which means:

• Full harmonisation with the rest of the EU.
• Mandatory use of aircraft with European class marking C5 (for STS-01) or C6 (for STS-02).
• The end of the national exemptions that allowed operating under STS-ES with legacy aircraft.

Operating in the right standard scenario is still the fastest route to a specific-category authorisation without going through a full SORA assessment. For many professional operators, moving from STS-ES to STS-01/STS-02 has meant requalifying pilots, rewriting operations manuals and, in some cases, buying equipment with C5/C6 marking.

The second significant change is legal: STS 2941/2025 (June 2025) partly annulled RD 517/2024. More on that in the next section.

The third, quieter but with a direct impact on a lot of users, is the removal of the insurance requirement for aircraft operated in subcategories A1 and A3 of the open category with an MTOM below 20 kg — though it remains strongly advisable, and it is still compulsory for A2, specific and certified.

What happened to Royal Decree 517/2024?

RD 517/2024, approved in June 2024, set out to modernise the national drone framework and align it with EU Regulation 2019/947. The text introduced useful things — better articulation with U-space, clarifications on registration, updated procedures — but it also created a drone-specific sanctioning regime.

In June 2025 the Supreme Court handed down judgment 2941/2025 following an appeal brought by the Spanish national association of drone pilots. The judgment declared the sanctioning part null on procedural grounds: no fresh public consultation was held after substantial changes were made during the drafting process.

What that means in practice:

• The rest of RD 517/2024 remains in force: operational aspects, administrative procedures, technical criteria.
• The applicable sanctioning regime reverts to the general one under the Air Safety Act 21/2003, with the ranges we set out in our guide to drone fines.
• The fines are still real and still enforced: €60 to €225,000 for private individuals, with higher brackets for professionals.

The annulment is not a free pass — it returns the power to sanction to the general legal framework. For the average operator, nothing changes in day-to-day practice: the rules are followed, and breaches are punished.

Which operational categories apply in 2026?

EU Regulation 2019/947 keeps the three operational categories, with some updated detail:

Open category

The framework for low-risk flights. It splits into three subcategories by weight and proximity to people:

• A1: overflight of uninvolved people, with C0 (under 250 g) or C1 (under 900 g) aircraft.
• A2: flying close to people, with C2 aircraft (under 4 kg) and a minimum horizontal distance of 30 m (5 m in low-speed mode).
• A3: flying far from people, with C3/C4 aircraft up to 25 kg, more than 150 m from residential, commercial, industrial or recreational areas.

For the specifics on the smallest aircraft, our article on the rules for drones under 250 grams is fully up to date.

Specific category

This covers operations that fall outside the limits of the open category. They need an AESA authorisation via one of these routes:

• SORA 2.5 assessment: air and ground risk assessment, SAIL level and mitigation measures.
• Standard scenarios STS-01 (VLOS over a controlled ground area) and STS-02 (BVLOS with airspace observers).
• Operational Authorisation (OA): for operations that fit neither SORA nor an STS.
• Light UAS Operator Certificate (LUC): for operators with demonstrated maturity who manage their own authorisations.

Certified category

Applies to high-risk operations: carrying dangerous goods, carrying passengers, flying over urban crowds. It requires certification of the aircraft and of the operator, plus a specific pilot licence. This is where eVTOL projects start to come in.

What do classes C0 to C6 mean, and how do they matter in 2026?

EU Regulation 2019/945 defines seven drone classes (C0 to C6) with progressively stricter technical requirements. The class determines which subcategory or operation the aircraft may fly in:

• C0: up to 250 g. Limited to 120 m of height. No mandatory Remote ID. Flyable in A1.
• C1: up to 900 g. Limited speed, geo-awareness, mandatory Remote ID. Flyable in A1.
• C2: up to 4 kg. Low-speed mode, anti-collision light, Remote ID. Flyable in A2 and A3.
• C3: up to 25 kg, with a maximum span of 3 m. Flyable in A3.
• C4: up to 25 kg, without advanced geo-awareness requirements. Used mainly for model aircraft.
• C5: used in STS-01 (VLOS over a controlled ground area).
• C6: used in STS-02 (BVLOS with airspace observers).

Since 2026, any operation under a European standard scenario requires the aircraft to carry C5 or C6 class marking. That has driven a substantial wave of fleet renewal, with many operators fitting conversion kits or buying new equipment certified to class from the factory.

What is Remote ID and why is it mandatory in 2026?

Remote ID is the system that allows an aircraft in flight to be identified remotely, broadcasting basic data — serial number, position, height, heading, remote pilot position — that the authorities can read. It works like a digital number plate updating in real time.

In Spain it has been mandatory since 1 January 2024 for:

• All operations in the specific category.
• Class C1, C2, C3 and C5/C6 aircraft in the open category.
• Class C0 aircraft (under 250 g) are exempt.

If your aircraft predates Remote ID, there are add-on broadcast modules that mount on the equipment to bring it into compliance.

How do you register as a UAS operator with AESA in 2026?

Registering as a UAS operator is compulsory for any individual or company operating a drone in Spain, save for very specific cases (toys under 250 g with no camera). The procedure, run by AESA, is still online and free:

• Access AESA’s electronic office with a digital certificate, Cl@ve or electronic ID.
• Register as an operator with your personal or company details.
• Obtain the operator number, which has to be visible on every aircraft.
• Since RD 517/2024, operators have to keep their operating procedures updated in line with regulatory changes.

Registering as an operator is not the same as training to fly. They are two distinct roles: the operator is legally responsible for the operations; the remote pilot is the person physically flying the aircraft. You can be both, or they can be separate people within the same company.

Is drone insurance compulsory in 2026?

RD 517/2024 changed the insurance regime:

• Subcategories A1 and A3 (open category, MTOM under 20 kg): no longer compulsory by law, though strongly advisable to cover third-party damage.
• Subcategory A2, specific category and certified category: still compulsory.
• Aircraft over 20 kg: minimum cover of €900,000 (equivalent to 750,000 SDR).
• Aircraft up to 20 kg in the categories that require it: minimum €300,000.

Operating without insurance where it is required is a defined offence and can mean fines reaching €10,000 even in the minor bracket. For professional operators, taking out proper cover is not just compliance: it is the only way to cover liability for damage to people or property, which in an urban flight can run high.

Where does U-space stand in Spain?

U-space is the European system for automated management of low-altitude drone traffic (up to 120 m), designed to allow complex, high-density operations in urban and peri-urban areas. In Spain the implementation plan is led by AESA with support from ENAIRE, the air navigation service provider, and the Ministry of Transport, with routine commercial operations targeted for 2026.

As things stand there are no declared U-space zones in Spain yet, but there are active pilot projects in specific locations (Galicia, the Basque Country, industrial areas). The first formal declarations of U-space airspace are expected in the short term, which will open up commercial BVLOS operations, urban logistics and advanced air mobility. When that happens, operators with the right training and certifications will be well placed for the first contracts.

Which penalties apply in 2026 after the partial annulment of RD 517/2024?

Following STS 2941/2025, penalties for breaching drone regulation are governed by the Air Safety Act 21/2003. The applicable ranges:

• Minor offences (private individuals): €60 to €45,000.
• Serious offences (private individuals): €45,001 to €90,000.
• Very serious offences (private individuals): €90,001 to €225,000.
• Offences by professionals with aeronautical training: the brackets multiply, reaching €4,500,000 in very serious cases.

The offences AESA still sanctions most actively are flying without registration, without insurance where it is compulsory, in restricted areas (CTR zones, protected bird areas, aerodromes), above the permitted height, without Remote ID, or over gatherings of people.

What training do you need as a drone pilot in 2026?

The training path holds, with minor updates:

• A1/A3: free online course from AESA and an examination through its electronic office.
• A2: additional training at a recognised entity plus an AESA examination. Essential if you want to fly closer to people.
• Specific category (STS-01, STS-02, SORA): theory and practical training at a recognised entity, ending with assessment by AESA.
• LUC certificate: reserved for established operators who can demonstrate the capacity to self-manage.

At UMILES University we run the professional drone pilot course with AESA-approved certification, along with specialist courses such as technical inspections, precision agriculture and security and emergency response. All of them are updated for the 2025–2026 changes and for the practical implications of the partial annulment of RD 517/2024.

We combine online theory with in-person flight practice, which makes the courses workable alongside a job or other studies. If you want advice on which path fits the kind of operations you have in mind, get in touch with the team.