Maps for Drones - Which Map Data Layers?
Whether they relate to ground risk, air risk, static, dynamic, or environmental factors, many data layers are essential for safe operations planning.
Whether they relate to ground risk, air risk, static, dynamic, or environmental factors, many data layers are essential for safe operations planning.
Written by Yvan Montalieu
Someone once told me that “drones are inherently terrestrial by nature.” After all, most operations occur at relatively low altitudes above ground level (typically below 120 meters), so drones remain closely connected to the ground—and everything on it.
Below are some common terrestrial data layers to consider during the planning phase:
Knowing the population density in fine-grained tiles (e.g., 400×400 meters) helps assess the intrinsic Ground Risk Class in the Operational Volume and Buffer (SORA).
An accurate DEM is especially important for BVLOS planning. It helps determine the flight profile and ensures the drone remains within minimum (e.g., 60 meters) and maximum (e.g., 90 meters) height above ground level.
These help plan routes that avoid flying over properties, even in low-density areas. Besides ground risk, the nuisance of flying over private properties can affect community acceptance.
Knowing the exact location of freeways, motorways, primary roads, and railways greatly aids planning. Flying over these transport networks is typically prohibited unless you obtain special permission.
Structures like high-voltage power lines, network antennas, water towers, and wind turbines can be difficult to identify using only satellite imagery. Additional vectorial data layers, often provided by the infrastructure operator, make locating and avoiding these obstacles much easier.
.png)
Understanding canopy height allows you to maintain a safe buffer above treetops.
Many reserves prohibit or restrict drone operations during specific times of the year, often to protect nesting birds and other wildlife.
Identifying areas such as water bodies and farmland can help in finding safe emergency landing spots as contingency plans should an emergency event occur during the mission.
While drones often fly at relatively low altitudes and remain closely tied to terrestrial features, they still operate in the national airspace. As such, they are subject to civil aviation rules. In Europe, the European Aviation Safety Agency (EASA) establishes the regulatory framework for drone operations in the Open, Specific, and Certified categories. However, each European member state’s civil aviation authority (CAA) may have additional or more stringent requirements, leading to variations from one country to another.
Key Airspace Data Layers that can be considered:
Sometimes also referred to simply as “geo-zones. In Europe, national authorities or air navigation service providers (ANSPs) publish UAS geographical zones in a common, standardized digital format and specification, known as ED-269 (initially) and ED-318 (the latest). However, not all member states have made available the data in a digital format yet.
The AIP is the primary source of aeronautical information—airspace classifications, airport locations, procedures, and other critical data.
Sometimes called “SUP AIP”, is issued when there are temporary or permanent changes that do not fit the routine publication schedule of the main AIP. Drone operators should also consult SUP AIPs.
NOTAMs notify pilots and airspace users about time-sensitive or rapidly changing information that could affect flight safety (e.g., airspace restrictions due to VIP movements, emergency operations, or special events). Many drone-specific constraints—such as short-term restrictions around critical infrastructure or public gatherings—are also published via NOTAMs. NOTAMs should be checked just before each flight.
Some countries publish additional data for military training areas, helicopter routes, firefighting or police flight corridors, and other specialized airspace uses. These layers might not be fully integrated into the standard UGZ datasets. Understanding these local variations is vital to avoid conflicts with manned aircraft operating at low altitudes.
Even if you plan a route with the best static data, conditions on the ground and in the air can shift unexpectedly—road traffic, cell coverage, winds pick up, or a large public event suddenly changes local population density. Dynamic data, whereas predictive or real-time, helps drone operators adapt to these changing conditions.
Examples of Dynamic Data Sources:
.png)
Precipitation, temperature, and cloud coverage forecasts can influence your choice of flight window or flight path.
Though far less frequent, solar storms can create Magnetic Interference. The Kp index measures geomagnetic activity that can disrupt GPS signals and drone compasses. It can be critical on days with particularly high solar activity.
If you rely on cellular networks for Command & Control (C2) or data transmission, you need up-to-date coverage maps—especially for BVLOS.
Although mentioned under “Air Data,” NOTAMs are a key dynamic data source to check right before each flight. New restrictions or temporary hazard areas (e.g., search & rescue, firefighting, VIP movements) can pop up unexpectedly.
Large gatherings may drastically change ground risk. Community-driven data (e.g., from local authorities or event planners) can provide insight into planned (or unplanned) crowd densities.
Bringing all these data layers under one roof can be challenging. The availability and quality of each dataset often depend on the country or region, with varying levels of detail, formats, and update frequencies. Furthermore, simply having access to the data is not enough: you also need a process for converting (or “harmonizing”) the data into a common, standardized format for integration in a single platform.
In some cases, the local aviation authority will specify which data sources are considered “trusted” sources —for example, population density data published by governmental agencies. If you intend to use specific data sources, you may need to demonstrate to the regulator that these sources meet the necessary quality and reliability standards.
Third-party drone map providers or national CAA portals can help by aggregating UAS Geographical Zones, NOTAMs, and other aeronautical data into one interface. However, these platforms may not include all of the ground, air or environmental data layers discussed above (e.g., obstacles, forest canopy height). Additionally, if you need the data in your own mission-planning or ground-control software, many platforms do not readily export data in open formats like GeoJSON or KML, limiting integration flexibility.
Ultimately, safe and compliant drone operations require a blend of static datasets (like DEMs and UGZ boundaries) and dynamic inputs (like weather and NOTAMs). Whichever platforms or tools you choose, ensure you can effectively merge the different layers and keep them updated—particularly if you plan to conduct Beyond Visual Line of Sight (BVLOS) or other complex operations requiring higher levels of situational awareness and risk mitigation.
If you have questions, insights, or experiences to share, I’d love to hear from you! Feel free to reach out at yvan@stratomaps.com or leave a comment with your feedback!
