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Stop training pilots one at a time and build a competence plan that scales

Stop training pilots one at a time and build a competence plan that scales

Last updated on

18th June

If your drone training plan is “send the next pilot on a course when we need them”, you do not have a training plan.

Stop training pilots one at a time and build a competence plan that scales

RPC-L1 training should not be managed as a one-off purchase. For a serious drone operation, it should be part of a structured training plan that connects pilots, Operational Authorisations, aircraft, record keeping and future capability.

The CAA’s framework is not built around vague claims of being “qualified”. It is built around specific competency requirements. The CAA says every Specific Category Operational Authorisation sets out the level of remote pilot competency required, and may also include additional requirements.

That means the smart question is not “who needs a course?” It is “what competence does the operation need, by when, and how will we prove it?”

Start with the operation, not the pilot

Most organisations start in the wrong place. They list pilots, then ask who needs training.

Start with the operation.

Ask:

What missions do we currently fly?
Are they Open Category or Specific Category?
Which Operational Authorisations apply?
What minimum remote pilot competence is required?
Which aircraft categories are used?
Which pilots are assigned to which operations?

This gives you a training requirement based on operational need, not guesswork.

Build a pilot competence matrix

Create a simple matrix with:

Pilot name
Current certificate
Certificate expiry date
Flyer ID status
Aircraft category
Last 90 days flight activity
Operational Authorisations they fly under
Future progression requirement
Notes on aircraft-specific training

This immediately shows where the gaps are.

It also gives you a defensible internal record if a client, insurer or regulator asks how competence is managed.

Decide who needs RPC-L1 Part A now

RPC-L1 Part A is the logical route for pilots who need Specific Category VLOS competence under the current framework.

Prioritise:

Pilots actively delivering commercial work.
Pilots named in Operational Authorisation processes.
New pilots entering the business.
Pilots currently relying on GVC who need a future route.
Pilots likely to progress into RPC-L1 Part B or RPC-L2.

Do not wait until a tender, renewal or client audit forces the issue.

Plan for GVC transition

The CAA confirms that the GVC will stop being issued on 31 December 2027. Existing GVCs can still be accepted until expiry if the Operational Authorisation clearly states that a GVC is acceptable evidence of competence.

That creates a planning window, not a panic point.

For each GVC holder, record:

Certificate expiry date
Current operational use
Whether their OA accepts GVC
Whether they need RPC-L1 conversion
Whether they are a candidate for higher RPC levels

This avoids a late 2027 bottleneck.

Link training to future capability

A good RPC-L1 training plan looks beyond today’s VLOS work.

The CAA describes RPC certificates as supporting a progressive pathway from VLOS operations through to increasingly complex BVLOS operations. RPC-L1 Part B covers BVLOS with Visual Mitigations, while RPC-L2 is for BVLOS operations in ARC-a where no other air traffic is expected.

If your business is considering inspection corridors, infrastructure monitoring, docked drone operations or BVLOS-relevant concepts, your training plan needs to account for progression early.

Build evidence into the plan

Training is not complete when the certificate is issued. It is complete when the organisation can evidence who is competent, current and authorised for the work.

The CAA’s PDRA01 Operations Manual guidance includes qualification, role training, currency and competency, plus logs and records.

Your plan should define:

Where certificates are stored
Who tracks expiry dates
How flight currency is recorded
How role training is logged
How aircraft-specific training is evidenced
How records are retrieved for audits or tenders

Make one person accountable

Someone must own the competence picture.

This does not have to be the most technical pilot. It should be someone with authority to maintain the training matrix, coordinate renewals and escalate gaps before they become operational risks.

In many organisations, that sits with the Accountable Manager, Head of Operations, Safety Manager or Training Manager.

What Coptrz can support

Coptrz can support:

RPC-L1 Part A training
GVC to RPC-L1 conversion
Team training planning
Practical flight instruction and assessment
Progression conversations into Part B, RPC-L2 and beyond
Operational Authorisation and PDRA01 support

For teams, the value is not just course delivery. It is helping build a training pathway that matches the organisation’s real operating model.

FAQs

Enough to avoid single points of failure. If only one pilot holds the right competence, sickness, holiday or resignation can halt operations.

Not always. Start with expiry dates, operational need and future progression. Existing GVCs can still be accepted until expiry where the OA clearly allows it.

In most professional Specific Category VLOS contexts, yes. It aligns with the framework the CAA is now using.

No. The CAA says operators must ensure pilots have appropriate operational and UAS-specific training as well as the appropriate certificate.

A named operational or safety lead should own it, with visibility at leadership level.

If your team needs more than one trained pilot, do not buy RPC-L1 training reactively. Coptrz can help you map your pilot group, identify gaps and build a practical RPC-L1 training plan that supports safe, compliant and scalable operations.

Author bio:
Simon Harris is Managing Director of Coptrz, supporting UK organisations with drone training, compliance and operational capability.