Should you still use Drone Assist? Why UK pilots need to stop relying on it…
Approx read time: 16 minutes | Last verified: 7 May 2026
Reader Note: UK drone regulations and platform status change. For current guidance, always check the relevant CAA guidance & legislation, or speak to the BSDT team.
If you're still opening the Drone Assist App before a flight, this piece is for you.
The app still loads.
The map still appears.
The interface looks the same as it did this time last year.
That's the problem.
Because in October 2025, the company that built and maintained it went into administration, and in February 2026, the CAA told drone operators in writing that the data on screen may be wrong.
And yet the app is still available.
Pilots are still using it.
And some are starting to get caught out by airspace they didn't know existed because the map didn't show it.
This piece walks through what's actually happened, exactly what the CAA has said, and what you need to be doing instead.
The short version: stop using Drone Assist as your primary flight planning source.
Today.
Even if it looks like it's working.
Especially if it looks like it's working!
In this article
• The short answer
• How we got here: the timeline
• Why this is more serious than it might look
• What the CAA is now telling you to do
• Common misunderstandings
• What to do this week, in priority order
• A note on why this matters
• FAQs
• Sources and last verified
The short answer
No. You should not be using Drone Assist as a primary flight planning source. The CAA has issued three Skywise alerts (two in October 2025 and one in February 2026) warning that the app's airspace data may be unreliable, and explicitly directing operators to check the official UK Aeronautical Information Publication (AIP) before flying. Drone Assist still loads, but the team that used to maintain its data isn't doing so any more.
New restrictions, including (at the time of writing) 44 'Ministry of Defence Prohibited Places' that came into effect on 19 February 2026 under SI 2026/64, are not all appearing in the app.
Every flight planned solely off Drone Assist now carries a real risk of breaching airspace or restrictions that the app doesn't display. You need to use primary data sources (NATS, the AIP, official NOTAMs) instead, and update your Operations Manual to reflect that.
How we got here: the timeline
Three things have happened since October 2025. Each on its own would matter. Together, they make Drone Assist unsafe to rely on, and the CAA has now said so three times.
October 2025: Altitude Angel enters administration
On 7 October 2025, Altitude Angel Ltd, the UK company that built and ran Drone Assist, entered administration. The CAA published a Skywise alert (SW2025/341) the same day. The wording was direct.
From the CAA Skywise alert, 7 October 2025
“The Civil Aviation Authority is aware of Altitude Angel going into administration. Ongoing conversations are taking place on the future of Altitude Angel's services, including Drone Assist. In the meantime, users should be aware that products will not have the previous levels of manual validation or support.”
In plain English: the app still works, but nobody is checking that the data is right. Altitude Angel's value to the UK drone industry was not just the software, it was the team curating the airspace data, ingesting feeds from regulators and airports, validating inputs, and publishing changes. That layer stopped working on 7 October 2025. The CAA then followed this warning up with an ADDITIONAL Skywise announcement (Skywise Alert SW2025/351) on the 16th October, again recommending that users contact relevant authorities to obtain any required permissions.
January 2026: Indra acquires the platform out of administration
On 8 January 2026, Spanish defence and aviation technology firm Indra Group announced it had acquired Altitude Angel's GuardianUTM platform from the administrators. The deal included Drone Assist, the Operator Portal, and the wider UTM stack.
Indra has stated it intends to develop the platform commercially.
But here's the issue.
Acquiring assets out of administration is not the same as continuing the business. The intellectual property and the platform code transferred, but, the engineering teams responsible for live airspace data validation did not.
As of the date this piece was last verified, there has been no public statement from Indra confirming that manual airspace data validation has resumed to the previous standard. Until that happens the CAA's October position stood, and on 27 February, that position was reinforced.
February 2026: New MoD Prohibited Places, and a fresh CAA alert
On 27 January 2026, the Department for Transport announced The Air Navigation (Restriction of Flying) (Ministry of Defence Prohibited Places) Regulations 2026, Statutory Instrument 2026/64.
The regulations came into force on 19 February 2026.
The instrument designates (at the time of writing) 44 Ministry of Defence sites as Prohibited Places under the National Security Act 2023, with drone-specific restrictions on overflight and approach.
The list spans all four UK nations and includes HMNB Portsmouth, HMNB Devonport, HMNB Clyde, Aldermaston, Burghfield, RAF Lakenheath, RAF Mildenhall, RAF Fylingdales, RAF Menwith Hill, Porton Down, Northwood, Hereford, and Palace Barracks and Thiepval Barracks in Northern Ireland, among others.
Each site has a defined lateral boundary listed by latitude and longitude in the Schedule, and a minimum altitude ceiling that varies from 500 feet to 2,900 feet above mean sea level depending on the site. The full list and exact boundaries are in the SI and reproduced in the UK AIP at ENR 5.1.
Causing an unmanned aircraft to enter, pass over, approach, or be in the vicinity of a Prohibited Place is an offence under the National Security Act 2023, which is a different category of legal exposure from a Civil Aviation Authority infringement.
The Act doesn't distinguish by drone class, weight, operator type, or whether you meant it. A recreational sub-250g operator is in the same legal position as a commercial operator.
Exemptions exist (the MoD itself, US visiting forces at named RAF sites, named contractors at specific sites, police, fire, and the Maritime and Coastguard Agency in emergency response), but for everyone else, permission is needed and goes through the CAA's airspace permissions route.
Eight days after the new Prohibited Places came into effect, the CAA published another Skywise alert, SW2026/054, on 27 February 2026. The wording is short, but the implication is sharp.
From CAA Skywise alert SW2026/054, 27 February 2026
“The CAA has been made aware that the Drone Assist app may show some inconsistencies displaying live airspace data. Drone operators should always check the Aeronautical Information Publication (AIP) before flying to ensure their safety and that of other airspace users.”
Read that carefully.
The CAA isn't saying "the data may be unreliable."
It's saying the app may show inconsistencies displaying live airspace data, and operators should always check the AIP.
The word "always" is doing a lot of work in that sentence. It's the regulator instructing operators to treat the AIP as the authoritative source, not the app.
The timing is not subtle.
The new Prohibited Places came into effect on the 19th February. The alert was published on the 27th. The CAA is not in the habit of publishing alerts unless they have reason to. The reasonable inference, which the CAA hasn't spelt out and doesn't need to, is that operators were planning flights using Drone Assist and not seeing the new restrictions on their maps.
Why this is more serious than it might look
It's tempting to read this story as "a tech company went bust, the app is a bit out of date, just be careful for a few months."
That's not the right reading.
Three things make this materially more serious than that.
The CAA has now told operators about the problems with Drone Assist, three times
Three Skywise alerts, over four months, ALL directing operators away from sole reliance on Drone Assist. The October alerts flagged the maintenance gap. The February alert is more pointed: there are inconsistencies, and you should always check the AIP.
"Always" is not advisory language.
The CAA is telling you what your flight planning process should NOT look like.
If something goes wrong (you fly into a zone you shouldn't have, you trigger an investigation, you cause an incident), the existence of three Skywise alerts predating your flight is a problem.
"I was using the app the same way I always have" is not a defence when the regulator has published three warnings telling you that's no longer suitable for use.
The new restrictions are criminal law, not aviation rules
Most airspace breaches in the UK drone world get handled under the Air Navigation Order.
Fines, written warnings, and occasionally a CAA enforcement action.
The MoD Prohibited Places work differently.
They sit under the National Security Act 2023… Causing an unmanned aircraft to enter, approach, or be in the vicinity of a Prohibited Place is a National Security Act offence.
The penalty framework, the investigating authority, and the consequences for your record are all in a different category.
If your flight planning app fails to display a Prohibited Place and you fly into the boundary, the legal exposure is not the same as a CAA infringement.
That's the part that hasn't landed for most UK drone pilots yet.
The app gives no warning that anything is wrong
The Drone Assist interface looks the same as it did when it was actively maintained.
There's no banner.
No update prompt.
No flag in the corner.
The map loads, the colours are the same, the user experience is the same.
A pilot opening the app in good faith has no signal that the data underneath has stopped being curated.
That's the trap.
The app's appearance of working is what makes the situation dangerous, not its failure to work, and, in my opinion – this is something that NEEDS to be addressed, and quickly.
Surely, someone has access to the codebase? Surely someone's still paying the fees to have the application hosted somewhere? So surely, it's not beyond the realms of the possible, to have it either taken down temporarily or to place an information banner on the loading screen?
What the CAA is now telling you to do
The Skywise alert from the 27th February 2026 says it directly: always check the Aeronautical Information Publication (AIP) before flying.
That's the instruction.
What exactly does that mean for you, the drone operator? It can seem like quite a complicated and long-winded process… But we've done our best to break it down into bite-sized steps for you below:
1. The UK AIP for permanent airspace structure
The Aeronautical Information Publication is held by NATS on behalf of the CAA. It's the legal source for UK airspace structure.
The section that matters most for drone operators is ENR 5 (you can find it by clicking the latest ‘AIRAC’ document HERE, and then navigating to ENR 5), which contains all the navigation warnings.
Although it should be noted that it's a reference document, not a flight planning tool.
But, that's the point. Even though it’s not the easiest document to interpret - you should be using it as your 'truth check' before flight.
2. NATS for NOTAMs
NATS publishes the official UK NOTAMs through its AIS website (you might need to make a login to access the briefings that contain the NOTAMs HERE).
You MUST make best efforts to check NOTAMs before every drone flight.
Drone-specific NOTAMs (the B-series for unmanned aircraft) are the ones to look for first, but you always need to check the relevant manned aviation NOTAMs as well.
3. A current drone-specific app, used as a cross-reference
Thankfully, there are alternative apps in the market. At the time of writing, none has the institutional weight Drone Assist had at its peak, but, to be honest, they don't need to, the role of these apps right now is substantially different. They're not set to be the 'back-bone' of unmanned aircraft integration into UK airspace… They're there to help you cross-reference against primary data sources.
When choosing one, look for the following: an explicit statement of what data sources the app ingests, when the data was last updated, and whether the app reflects the most recent SI changes (currently SI 2026/64 for the MoD Prohibited Places).
If a tool can't tell you when its airspace data was last updated, don't use it… And, I'd always STRONGLY advise you to check more than one data source (if you're not using the primary data as your 'source of truth'… Which you are, right? ;) ).
4. The CAA Customer Portal (ACOMS) for permissions and exemptions
Where a flight requires entry to an FRZ, you should request access through the 'airspace sponsor' (usually Air Traffic Control, or 'Ops' at the relevant airport).
Where a flight requires an exemption to a Prohibited Place, the CAA Customer Portal (ACOMS) is the route, and the exemption itself will be issued by the relevant MoD site authority.
Don't rely on a single app to route you to the right place.
5. A documented flight planning process in your Ops Manual
This is the part that genuinely matters for commercial operators, and the part the CAA's 27 February alert sharpens considerably.
If you have an Operations Manual, and it currently names Drone Assist as the primary source for airspace data, that procedure is now in direct conflict with current CAA guidance.
The CAA has told you, in writing, to always check the AIP before flying.
An assessor reviewing your Ops Manual at audit WILL spot it.
A defensible flight planning procedure names the AIP as the authoritative source for permanent airspace structure, NATS for NOTAMs, and any flight planning app as a cross-reference, with explicit wording about what to do when the app and the primary source disagree (the primary source wins, every time).
It's the difference between a procedure that survives an audit and one that doesn't, and, given the National Security Act now sits behind some of the airspace you're checking, it's the difference between a procedure that holds up after an incident and one that doesn't.
Common misunderstandings
These are the things we hear most often when this comes up in conversation. The questions we get asked all the time, and the things we see being talked about on the forums and groups…
Each one is wrong, and each one needs unpicking and understanding before you plan another flight.
"The app still works, so it must be fine."
The CAA has explicitly said the app may show inconsistencies displaying live airspace data. The interface working is not the same as the data being right.
"Altitude Angel got bought, so they'll have fixed it by now."
Indra acquired the platform on 8 January 2026. The CAA published its updated alert on 27 February 2026. The CAA's position after the acquisition is the same as it was before: check the AIP. There's been no public statement confirming validation has been restored.
"This only matters for commercial operators."
The MoD Prohibited Places apply under the National Security Act 2023, which doesn't distinguish by operator type, drone class, or weight. A recreational sub-250g flight near a Prohibited Place is the same offence as a commercial operation.
"I'll check the app and that'll be enough."
The CAA has used the word "always" when telling operators to check the AIP. "Always" means every flight, not when you remember to.
"My Ops Manual was approved by the CAA, so it must be current."
Ops Manuals are approved against the requirements at the time of approval. When CAA guidance changes, you're expected to update your manual. Three Skywise alerts about Drone Assist are exactly the kind of change you are expected to recognise and act upon.
What to do this week, in priority order
Three concrete actions, depending on where you are and how you operate.
If you fly recreationally:
· Stop using Drone Assist as your only check.
· Open the AIP at ENR 5 and read it once.
· Bookmark the NATS NOTAM site.
· If you fly anywhere near a major military or defence site, check the SI 2026/64 list before your next flight.
None of this takes long once you've done it once.
Seriously!
If you fly commercially under an A2 CofC or GVC:
· Do all of the above, then review your flight planning process.
· Update your Operations Manual, if you have one, to remove any single-source dependency on Drone Assist.
· Document a multi-source planning workflow, with the AIP named as the authoritative source per the CAA's February 2026 guidance.
· If you have a renewal or audit coming up, expect the assessor to ask about your airspace data sources, and have a clear answer.
If you operate under an Operational Authorisation:
This is the highest-stakes group.
· Your Operational Authorisation depends on your Ops Manual being accurate and current.
· A procedure that names a non-validated app as a primary data source is now in direct conflict with three Skywise alerts.
· Update it now, before your next renewal or audit, not after.
If you're unsure how to word the update, give us a shout - The BSDT team can help.
A note on why this matters
In 12 years of running drone training organisations and having put 66,500+ pilots through the system, I've watched the UK drone industry build itself on a small number of trusted infrastructure pieces.
Drone Assist was one of them.
When that kind of infrastructure breaks, what you find out is how much of the industry was leaning on a single point of failure.
That said, the answer isn't to wait for the replacement to arrive.
It's to build a flight planning process that doesn't depend on any single tool being right.
Cross-reference primary sources.
Document your process.
Train your team to challenge a single-app answer when the stakes are real.
That's the standard the CAA assumes you're operating to, and, it's the standard any serious commercial operator should already be at, app or no app.
And right now, with three Skywise alerts on the record and the National Security Act sitting behind some of the airspace you're flying near, the cost of getting it wrong has increased considerably.
Update your process this week, not next month.
And stop using Drone Assist!
Until next time, fly safe & blue skies,
Matt
FAQs
Q: Has the CAA banned Drone Assist?
No, the CAA hasn't banned anything. It has issued three Skywise alerts (two in October 2025 and one in February 2026) telling operators that the app's data may be unreliable and that they should always check the AIP before flying. That's a regulatory direction, not a prohibition. The app is still legal to have on your phone. What the CAA has said is that you can no longer rely on it as your authoritative source.
Q: Does this affect my A2 CofC operations or just GVC?
Both, and it also affects recreational flying. The MoD Prohibited Places under SI 2026/64 apply to all unmanned aircraft regardless of operator certification. The Skywise alerts about Drone Assist data quality apply to any operator using the app. If you're flying commercially under an A2 CofC, your flight planning process needs the same update as a GVC holder's. If you're flying for fun under the Open Category, you still need to check primary sources before flying near restricted airspace.
Q: I'm not anywhere near a military site, do I still need to change anything?
Yes. The MoD Prohibited Places are one example of recent airspace change, but they're not the only one. The CAA's February 2026 alert refers to inconsistencies in live airspace data generally, not just the MoD sites. The principle the CAA has stated, always check the AIP, applies to every flight, not just flights near military installations. Permanent and temporary airspace structures change throughout the year. If your only data source isn't being maintained, you don't know what you're missing until you fly into it.
Q: Where do I find the AIP if I've never used it before?
The UK AIP is published by NATS on behalf of the CAA, and it's free to access. The web address is nats-uk.ead-it.com. Once you're in, the sections that matter most for drone operators are in the En-route (ENR) SECTION 5. The first time you use it, expect to spend 15 minutes orienting yourself. After that, it becomes a quick check. The NATS AIS service also publishes NOTAMs through the same portal, so you can do your AIP check and your NOTAM check in one session.
Q: What about the Operator Portal, is that still safe to use?
The Altitude Angel Operator Portal is part of the same platform as Drone Assist (now under Indra ownership), and the CAA's guidance applies to the wider Altitude Angel product set, not just the mobile app specifically. The October 2025 Skywise alert referenced "Altitude Angel's services, including Drone Assist," which suggests the same data validation concerns apply across the platform. Treat the Operator Portal the same way as the app: useful for some workflow purposes, not a substitute for primary sources. If you use it for FRZ approval requests where the airspace sponsor is integrated, that's a different question from using it as your authoritative airspace map. For airspace data, go to the AIP.
Sources and last verified
This piece reflects the position as of 7th May 2026. Regulations and platform status can change. Ensure you always check primary sources before acting on this guidance.
Primary sources cited:
• CAA Skywise alert: "Altitude Angel going into administration", 7 October 2025 (skywise.caa.co.uk SW2025/341)
• CAA Skywise alert: "Altitude Angel Administration", 16 October 2025 (skywise.caa.co.uk SW2025/351)
• CAA Skywise alert SW2026/054: "Drone Assist Update", 27 February 2026 (skywise.caa.co.uk SW2026/054)
• The Air Navigation (Restriction of Flying) (Ministry of Defence Prohibited Places) Regulations 2026, SI 2026/64 (legislation.gov.uk/uksi/2026/64/contents/made)
• UK AIP ENR 5.1 (held by NATS on behalf of the CAA, nats-uk.ead-it.com)
• National Security Act 2023
• Indra Group announcement on GuardianUTM acquisition, 8 January 2026
If you've got questions about UK drone regulations or training, get in touch.
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