Guide to be certified to fly a drone in Japan

# Guide to Becoming Certified to Fly a Drone in Japan

Becoming certified to fly a drone in Japan works differently from many other countries. Japan has a national remote-pilot certification system, but obtaining a pilot certificate is not mandatory for every drone operation.

The system is administered by Japan's Ministry of Land, Infrastructure, Transport and Tourism, commonly known as MLIT, with drone aviation rules overseen through the Japan Civil Aviation Bureau, or JCAB.

Japan introduced its national Unmanned Aircraft Remote Pilot Certificate system as part of a wider framework covering aircraft registration, aircraft certification, remote-pilot competency and increasingly advanced drone operations.

There are two main national pilot qualifications:

Second Class Unmanned Aircraft Pilot Certificate

and

First Class Unmanned Aircraft Pilot Certificate

For most professional drone pilots, the Second Class qualification is the logical starting point. The First Class qualification is intended for higher-risk operations and is particularly important for Category III operations, including certain Level 4 flights over third parties.

Understanding Japanese drone certification therefore begins with understanding the difference between ordinary flights, specified flights and the three operational risk categories used in Japan.

Understanding Japan's Drone Regulations

Under Japan's Civil Aeronautics Act, aircraft weighing 100 grams or more, including the battery, are generally treated as unmanned aircraft and fall within the national drone regulatory framework.

This is a lower threshold than the 250-gram threshold used in several other countries.

A drone weighing 100 grams or more must generally be registered before it can legally be flown outdoors.

The aircraft receives a registration ID which must be displayed on the drone. Applicable aircraft must also comply with Japan's Remote ID requirements unless a recognised exemption applies.

This means somebody buying even a relatively small camera drone for use in Japan should determine whether it crosses the 100-gram threshold before operating it.

Drone Registration in Japan

Drone registration is separate from pilot certification.

Registration is handled through Japan's Drone/UAS Information Platform System, normally referred to as DIPS 2.0.

The owner submits information about the aircraft, owner and user, pays the applicable registration fee and receives a registration ID.

That registration ID must be clearly displayed on the aircraft.

Before flight, the necessary information also needs to be entered into the aircraft's Remote ID system where Remote ID is required.

Professional operators should therefore think of Japanese compliance as several separate elements:

Register the aircraft

Meet Remote ID requirements

Determine whether the pilot needs certification

Determine whether the intended flight requires permission or approval

Holding a pilot certificate does not remove the aircraft-registration requirement.

Do You Need a Drone Licence in Japan?

One of the most important points for international pilots is that Japan's national Remote Pilot Certificate is not required for every drone flight.

Many lower-risk operations can be conducted without holding First or Second Class certification, provided all applicable rules and operational restrictions are satisfied.

Certification becomes significantly more valuable when conducting specified flights.

Depending on the combination of pilot certification, aircraft certification and operational safety measures, some Category II flights can be conducted without making the normal individual flight permission or approval application.

For Category III operations, First Class certification becomes an important legal requirement.

This means the question is not simply:

“Do I have a Japanese drone licence?”

The more useful question is:

“What category does my intended operation fall into, and what combination of pilot qualification, aircraft certification and operational approval does it require?”

Category I Operations

Japan classifies drone operations according to risk.

Category I contains flights that do not fall into the defined category of specified flight.

These lower-risk flights generally do not require special flight permission or approval under the Civil Aeronautics Act.

For many pilots, this is where recreational or straightforward commercial flights may take place.

However, other rules still apply.

The drone may need to be registered, Remote ID requirements may apply and local restrictions must still be respected.

A Category I flight is therefore not the same as an unrestricted flight.

What Is a Specified Flight?

Japan defines certain higher-risk flight conditions as specified flights.

Examples include flights in particular airspace or using particular methods of operation.

These include flights:

• Around airports and other designated airport-related airspace.
• At altitudes of 150 metres or more above the ground or water surface.
• Over Densely Inhabited Districts.
• At night.
• Beyond Visual Line of Sight.
• Within 30 metres of uninvolved people or property.
• Over events.
• Carrying specified hazardous materials.
• Dropping objects.

Many professional operations fall into one or more of these categories.

For example, a commercial building inspection in a densely populated urban area may qualify as a specified flight even if the aircraft remains relatively close to the pilot.

Category II Operations

Category II covers specified flights conducted while measures are taken to prevent third parties from entering the area below or around the flight path.

These access-control measures reduce the risk to uninvolved people.

Many commercial drone operations in Japan fall within Category II.

Depending on the exact flight, the operator may normally need permission or approval from MLIT.

However, Japan's newer pilot and aircraft certification system allows some Category II operations to be conducted without obtaining the usual flight permission or approval when all specified conditions are satisfied.

This typically requires an appropriately qualified remote pilot, an appropriately certified aircraft and suitable operational safety measures.

This is where Second Class certification becomes especially useful for commercial drone professionals.

Category III Operations

Category III represents higher-risk drone operations conducted without the access-control measures normally used to prevent third parties from entering the flight area.

The most important example is Level 4 flight, which can involve BVLOS operation over populated areas and third parties.

Category III requires a considerably higher level of assurance.

A pilot conducting a qualifying Category III operation must hold the appropriate First Class Unmanned Aircraft Pilot Certificate.

The drone must also have the appropriate Class 1 aircraft certification.

The operator must still receive the necessary permission or approval and demonstrate appropriate operational risk controls.

First Class certification therefore does not mean the pilot can automatically fly anywhere over people.

It forms one part of a wider safety and approval system.

The Second Class Unmanned Aircraft Pilot Certificate

The Second Class Unmanned Aircraft Pilot Certificate is the qualification most relevant to the majority of professional drone operators.

It is designed primarily around Category II operations.

A Second Class pilot demonstrates the knowledge and practical competency required for specified flights within the scope of that certification.

For somebody building a commercial drone career in Japan, Second Class certification can be valuable for work such as photography, surveying, inspection, construction monitoring, solar inspection, mapping and other professional operations.

It also demonstrates to clients that the pilot has completed Japan's nationally recognised competency system rather than relying only on informal or private training.

The First Class Unmanned Aircraft Pilot Certificate

The First Class Unmanned Aircraft Pilot Certificate is the higher national qualification.

It is intended for the most demanding operations and provides the pilot competency required for Category III operations.

This makes First Class particularly relevant to the future of autonomous logistics, delivery drones, advanced infrastructure inspection and Level 4 operations.

The knowledge and practical competency requirements are correspondingly more demanding.

For most new pilots, there is little reason to begin with First Class unless their intended business model specifically requires higher-risk operations.

A more practical progression is often to build experience with conventional flights and Second Class certification before progressing toward First Class.

Minimum Age

A person must generally be at least 16 years old to obtain Japan's national Unmanned Aircraft Remote Pilot Certificate.

The restriction applies to both First and Second Class competency certification.

Someone under 16 cannot obtain the national skills certificate, although certain drone operations may still be possible under other applicable rules and approvals.

For professional career planning, 16 therefore represents the basic minimum age for entry into the national remote-pilot certification system.

Aircraft Types and Certificate Limitations

Japanese pilot certification is not simply one unrestricted qualification covering every type of drone.

Certificates can contain limitations based on aircraft type and operating conditions.

Aircraft categories include:

• Multirotor.
• Helicopter.
• Aeroplane.

The certificate can also contain limitations related to aircraft weighing less than 25 kilograms.

Additional limitations apply to the way the aircraft is operated.

For example, the standard certificate can be limited to daytime operations and Visual Line of Sight operation.

If the pilot needs privileges for operations at night or Beyond Visual Line of Sight, the relevant limitation needs to be removed through the applicable competency process.

This makes it important to choose training that matches the type of work you actually intend to perform.

Night Flight Qualification

A pilot may obtain additional competency allowing the daytime-only limitation to be removed.

This becomes useful for professional work such as thermal inspection, night infrastructure monitoring, emergency operations and certain security applications.

Holding the appropriate night qualification can be particularly valuable when combined with the other requirements for eligible Category II operations.

Night flying introduces additional practical challenges.

Obstacle visibility, aircraft orientation and depth perception can all become more difficult.

Professional pilots should therefore obtain real practical night experience rather than viewing the qualification as purely administrative.

Beyond Visual Line of Sight Qualification

Japan's certification framework also allows pilots to remove the normal Visual Line of Sight limitation.

This supports qualifying BVLOS operations within the appropriate regulatory framework.

BVLOS is increasingly important for applications such as:

• Railway inspection.
• Power line inspection.
• Pipeline monitoring.
• Forestry.
• Environmental monitoring.
• Logistics.
• Drone-in-a-Box.
• Remote infrastructure inspection.

Obtaining the BVLOS competency does not by itself provide unrestricted authority to conduct long-range flights.

The overall operation must still comply with the appropriate Category II or Category III requirements and any necessary permissions.

Flying Drones Above 25 Kilograms

Pilot certificates can also contain an aircraft-weight limitation.

The standard qualification may be restricted to aircraft with a maximum take-off weight below 25 kilograms.

Pilots intending to operate aircraft weighing 25 kilograms or more need to satisfy the additional competency requirements for removing that limitation.

This becomes particularly relevant in industrial drone operations.

Large UAVs may carry LiDAR, surveying equipment, delivery payloads, communications systems or specialist industrial sensors.

As aircraft mass increases, so does the potential risk, which is why the Japanese system applies additional competency requirements.

How to Obtain a Japanese Drone Pilot Certificate

The certification process begins through DIPS 2.0.

The applicant obtains a Remote Pilot Certificate Applicant Number.

This number is then used when applying to a registered training organisation or the designated examination organisation.

There are generally two broad pathways toward certification.

A candidate can attend a registered training organisation, complete the applicable training and successfully complete the required practical assessment.

Alternatively, a candidate may follow the direct examination pathway through the designated examination organisation.

Regardless of the pathway, national requirements relating to theoretical knowledge, practical competency and physical suitability must be satisfied.

Once all required elements have been successfully completed, the applicant applies for issuance of the national skills certificate.

Registered Training Organisations

Many pilots choose to attend an MLIT-registered training organisation.

These schools provide structured theoretical and practical instruction aligned with Japan's national certification framework.

A new pilot can learn aircraft handling, operating procedures, regulations, risk management and emergency response before completing the relevant assessments.

Pilots with previous experience may be able to follow different training arrangements depending on how they are classified by the training institution and current regulatory requirements.

Professional pilots should make sure the organisation they choose is officially registered for the certificate and aircraft category they want.

A private drone-school certificate should not automatically be assumed to be equivalent to the national First or Second Class skills certificate.

Theoretical Examination

The national certification process includes a theoretical examination.

The syllabus covers the knowledge required to operate safely within Japan's aviation framework.

Subjects include areas such as:

• Aviation regulations.
• Aircraft systems.
• Operational procedures.
• Weather.
• Flight planning.
• Safety management.
• Human factors.
• Emergency procedures.
• Airspace.
• Risk management.

First Class candidates are expected to demonstrate a higher level of knowledge than Second Class candidates.

As of July 14, 2026, MLIT states that the theoretical examination is based on the fifth edition of its unmanned aircraft flight safety training material.

Pilots preparing for the examination should therefore make sure their training materials reflect the latest syllabus.

Practical Examination

Pilot certification also requires demonstration of practical competency.

The candidate needs to show that they can operate the relevant type of aircraft safely and accurately.

The assessment is not simply about moving the control sticks.

It includes preparation, aircraft inspection, operational decision-making and appropriate procedures around the flight.

Pilots should be comfortable with accurate take-off, hovering, manoeuvring and landing.

They should also understand abnormal and emergency procedures.

Professional applicants benefit greatly from developing practical flying skills before entering formal examination preparation.

Physical Examination

Japan's national certification process also includes physical suitability requirements.

Applicants need to satisfy the applicable medical and physical standards for the certificate.

This should not be confused with the more demanding medical certification normally associated with airline pilots.

The purpose is to confirm that the remote pilot can safely carry out the functions required to operate an unmanned aircraft.

The exact procedure can depend on the application and evidence being used.

Candidates should follow the latest instructions through DIPS and MLIT when preparing their application.

Certificate Validity

Japan's Unmanned Aircraft Remote Pilot Certificate is valid for three years.

Pilots who want to continue using the qualification need to complete the required renewal procedure.

MLIT advises pilots to apply for renewal within the prescribed window before the existing certificate expires.

Professional operators should therefore track certificate expiry dates as part of their compliance management.

A company operating several pilots should maintain a competency register showing certificates, limitations and renewal dates.

Aircraft Certification

Japan's regulatory system contains an important distinction between pilot certification and aircraft certification.

A qualified pilot does not automatically make the aircraft suitable for every operation.

Japan has two primary aircraft certification levels.

Class 2 UAS Certification supports qualifying Category II operations.

Class 1 UAS Certification is designed for Category III operations.

Class 1 aircraft certification provides the higher level of aircraft assurance required for operations without the normal third-party access controls.

For advanced commercial operators, pilot and aircraft certification therefore need to be considered together.

Second Class Pilot Plus Class 2 Aircraft

For many professional operators, one of the most useful combinations is:

Second Class Pilot Certificate + appropriate Class 2 aircraft certification

When the other regulatory conditions are satisfied, this combination can allow certain Category II specified flights to be conducted without obtaining the normal individual permission or approval.

This can provide substantial operational advantages for companies performing repetitive professional work.

However, the exemption is not universal.

The specific flight conditions, aircraft mass, operating method, certificate limitations and safety measures must all be checked.

Operators should therefore assess each mission rather than assuming that Second Class certification removes all approval requirements.

First Class Pilot Plus Class 1 Aircraft

For Category III operations, the corresponding high-assurance combination is:

First Class Pilot Certificate + Class 1 aircraft certification

This supports the framework required for higher-risk operations such as certain flights over third parties.

Even with this combination, the operator still needs the necessary regulatory permission or approval and must satisfy the operational risk requirements.

This represents a major difference from the concept of a simple pilot licence.

At the highest level, Japanese drone regulation evaluates the pilot, aircraft and complete operation together.

Level 4 Drone Operations

Level 4 is an important concept in Japan's advanced drone strategy.

It allows qualifying BVLOS operations over populated areas and third parties within the Category III framework.

This can enable applications such as automated delivery, logistics and future large-scale autonomous services.

Level 4 operations require a high degree of regulatory control.

The pilot needs the appropriate First Class competency, the aircraft requires Class 1 certification and the operator must satisfy the required operational approval process.

Level 4 should therefore be viewed as an advanced organisational capability rather than simply another pilot endorsement.

Densely Inhabited Districts

Japan's Densely Inhabited District, or DID, system is particularly important for commercial drone pilots.

Large sections of cities and urban areas are classified as DIDs.

Operating a drone within applicable DID airspace can make the flight a specified flight.

This means a simple photography or inspection project in Tokyo, Osaka, Nagoya or another urban location may involve more regulatory planning than the same flight in a remote rural area.

Professional pilots should therefore check whether the intended operating location is within a DID before planning the mission.

Airport Airspace

Flights around airports and other designated airport-related airspace are subject to additional restrictions.

Permission may be required before operating within applicable protected areas.

The precise limits depend on the airport and flight location.

Pilots should not rely simply on visual distance from an airport.

Official airspace information should be checked through the appropriate Japanese aviation resources.

Where airport-related permission is required, operators should allow enough time for the application process.

The 150-Metre Rule

Flights at 150 metres or more above the ground or water surface fall within specified-flight rules.

This is an important distinction from countries where the normal maximum altitude is based around 120 metres or 400 feet.

Operating at or above this level requires the appropriate regulatory process.

Professional pilots should also remember that other airspace restrictions may apply at lower altitudes.

The fact that a flight remains below 150 metres does not automatically make it unrestricted.

Distance from People and Property

Flying within 30 metres of uninvolved people or property is one of the operating methods that can qualify as a specified flight.

This is especially important for professional inspections.

Building surveys, roof inspections, telecom inspections and construction projects can easily place the aircraft closer than 30 metres to structures or equipment.

Operators need to consider the definition of the relevant people and property and determine whether permission, aircraft certification or pilot certification requirements apply to the operation.

This makes detailed site assessment important before accepting professional work.

Flying Over Events

Flying over events is another regulated operating method.

Crowds create significantly greater ground risk than operations over a controlled work site.

Concerts, sporting events, festivals and similar gatherings therefore require careful regulatory planning.

A professional pilot should never assume that a normal Second Class qualification automatically authorises flight over a public event.

The applicable permission and operating conditions must be checked for the specific mission.

Dropping Objects and Carrying Hazardous Materials

Japan also treats dropping objects from drones and transporting specified hazardous materials as higher-risk operating methods.

These activities can fall within specified-flight requirements.

This is relevant to applications such as certain agricultural, logistics and industrial missions.

Operators should evaluate whether the payload or intended release mechanism changes the regulatory category of the flight.

A flight that appears ordinary from a navigation perspective may become a specified flight because of what the aircraft is carrying or doing.

Using DIPS 2.0

DIPS 2.0 is central to professional drone operations in Japan.

The platform supports procedures including:

• Aircraft registration.
• Pilot certification applications.
• Aircraft certification.
• Flight permission and approval applications.
• Flight plan notifications.
• Accident and incident reporting.

For professional operators, becoming familiar with DIPS is nearly as important as learning the aircraft itself.

MLIT currently advises applicants seeking flight permission or approval to submit documents at least 10 working days before the planned flight start date, excluding weekends and public holidays.

Complex applications may require additional preparation.

Flight Plan Notification

Certain operations require the submission of flight plan information through the Japanese system.

This helps improve awareness and coordination within the airspace.

Professional operators should include flight-plan notification requirements within their normal mission-planning workflow.

A strong operational process should therefore consider airspace, permissions, access controls, aircraft registration, pilot qualification and flight-plan notification before the aircraft leaves the ground.

Commercial Drone Flying in Japan

Japan does not create a completely separate pilot licence simply because the operator is being paid.

The requirements depend primarily on the aircraft and the risk characteristics of the mission.

A commercial photographer operating in a low-risk rural location may not require the national pilot certificate.

A commercial inspector operating repeatedly within specified-flight conditions may benefit considerably from Second Class certification.

A company planning Level 4 autonomous operations will require the much more advanced First Class and Category III framework.

Professional certification should therefore be selected according to the business model.

Foreign Pilots in Japan

Foreign drone pilots should not assume that a certificate issued in Europe, the United States, Canada or another country automatically replaces Japan's national requirements.

A visiting pilot still needs to comply with Japanese aircraft-registration, airspace and permission rules.

Foreign operators should examine the current MLIT requirements and use the English-language resources available through DIPS 2.0.

The platform itself can be used in English.

Companies travelling to Japan for demonstrations, inspections or temporary commercial projects should begin the compliance process well before arrival, particularly where a specified-flight permission is likely to be required.

Insurance

Drone insurance should form part of a professional risk-management programme even where the specific operation does not make it a straightforward pilot-certification requirement.

Commercial pilots can potentially damage buildings, vehicles, industrial equipment or other property.

Clients may also require evidence of liability insurance before allowing an operator onto a work site.

Operators should make sure their insurance covers the actual activities being conducted rather than assuming a general recreational drone policy is sufficient for professional work.

Building Practical Experience

Passing a national examination is only one stage in becoming a professional pilot.

New pilots should develop extensive practical experience in controlled environments.

They should be confident with take-off, landing, hovering, orientation changes and accurate positioning.

Pilots should understand how the aircraft behaves during GNSS degradation, communication loss and low-battery conditions.

Return-to-Home procedures should be configured appropriately for each site.

Professionals should also practise mission-specific skills rather than only general flight manoeuvres.

Developing a Drone Specialisation

A professional pilot becomes significantly more valuable when aviation competency is combined with technical expertise.

An infrastructure pilot might specialise in telecom towers, bridges, power lines or solar farms.

A mapping operator may develop expertise in photogrammetry, RTK, PPK and LiDAR.

A thermal inspection pilot should understand thermal measurement principles and environmental influences.

Agricultural operators may work with multispectral sensors and vegetation analysis.

The qualification enables the flight. Specialist expertise creates the professional service.

A Recommended Japanese Drone Pilot Pathway

For somebody starting a drone career in Japan, a sensible progression is to begin with a small aircraft and learn basic flight skills in a legal, low-risk environment.

Register any aircraft weighing 100 grams or more through DIPS 2.0 and ensure Remote ID requirements are satisfied.

Learn Japan's aviation rules and understand the distinction between Category I and specified flights.

If professional work will regularly involve specified-flight conditions, consider obtaining the Second Class Unmanned Aircraft Pilot Certificate.

Select the aircraft type and certificate limitations that match the work you intend to perform.

Add night or BVLOS privileges where necessary.

Develop an industry specialisation and build practical operational experience.

Pilots and companies intending to move toward higher-risk autonomous or Level 4 operations can then consider progressing to First Class certification and the corresponding aircraft and operational requirements.

The progression can therefore be viewed as:

Learn to fly → Register the aircraft → Understand Category I and specified flights → Second Class certification → Add required limitations → Build professional experience → First Class for advanced Category III operations.

Not every pilot needs First Class certification.

The correct qualification depends on the intended missions.

The Future of Drone Pilot Certification in Japan

Japan is one of the markets actively developing a regulatory pathway for advanced unmanned operations.

Level 4 provides a framework for drone flights that were previously difficult to conduct, particularly BVLOS operations over populated areas.

This creates opportunities in logistics, infrastructure, emergency response, remote monitoring and automated drone services.

Drone-in-a-Box systems will increasingly conduct repetitive industrial missions, while AI will assist with navigation, obstacle detection and data interpretation.

As automation increases, the remote pilot's role will change.

Professional pilots will increasingly become supervisors of complex unmanned systems rather than people manually controlling every movement.

First Class operators may ultimately manage missions involving advanced communications, automated routing and fleet operations.

Japan's certification system already reflects this transition by linking pilot competency to aircraft certification and operational risk.

Conclusion

Becoming certified to fly a drone in Japan begins with understanding that a national pilot certificate is not mandatory for every flight.

Aircraft weighing 100 grams or more generally need to be registered through DIPS 2.0 and must satisfy applicable Remote ID requirements.

Lower-risk Category I flights can often be conducted without First or Second Class pilot certification.

Professional pilots who regularly conduct specified flights can benefit significantly from the Second Class Unmanned Aircraft Pilot Certificate, particularly when it is combined with an appropriately certified aircraft and the required operational safety measures.

The First Class Unmanned Aircraft Pilot Certificate is designed for higher-risk Category III operations and is an essential part of the framework supporting Level 4 operations over third parties.

Pilots must generally be at least 16 years old to obtain the national skills certificate, and certificates are valid for three years.

The Japanese professional pathway can therefore be summarised as:

Register → Learn the rules → Determine the flight category → Second Class for many advanced professional operations → First Class for Category III and Level 4 operations.

Japan's system is less about possessing a single universal “drone licence” and more about matching the pilot, aircraft and operational risk to the mission.

For somebody building a professional drone career in Japan, national certification provides an increasingly valuable foundation, but practical flying ability, mission planning, regulatory understanding and specialist industry knowledge remain equally important.