Drone Laws in India: Registration, DigitalSky & Drone Rules 2021

India's drone laws now function as a three-statute stack rather than a single rulebook. Drone Rules 2021 remain in force under the Bharatiya Vayuyan Adhiniyam 2024, while the draft Civil Drone (Promotion and Regulation) Bill 2025 awaits enactment after consultation (Ministry of Civil Aviation, 16 September 2025). The regime covered 38,475 registered drones and nearly 39,900 certified remote pilots by February 2026, and DGCA suspended registration of non-type-certified aircraft on eGCA (Ministry of Civil Aviation, February 2026). This page maps all three layers from purchase to takeoff.

Operating across three regulatory layers

Flying a drone is legal in India when the operator satisfies three statutes that run in parallel rather than in sequence. India's drone laws draw their authority from this stack, and no single document answers every compliance question on its own.

The first layer is Drone Rules 2021, notified on 25 August 2021. These rules govern registration, type certification, pilot credentials, airspace access, and insurance obligations (Ministry of Civil Aviation, 25 August 2021).

Two amendment cycles refined the framework. The Drone Amendment Rules 2022 replaced the Remote Pilot Licence with the Remote Pilot Certificate, and the 2023 amendments broadened identity documentation. The full breakdown of Drone Rules 2021 covers each rule in operational detail.

The second layer is the Bharatiya Vayuyan Adhiniyam 2024, which replaced the Aircraft Act 1934 from January 2025. The change moved the parent legal authority behind aviation enforcement to a post-colonial statute. Penalties, detention powers, and future rulemaking now flow from the Adhiniyam rather than the 1934 framework (Ministry of Civil Aviation, January 2025). The Adhiniyam also governs unmanned aircraft above 500 kilograms, a class the draft Bill excludes from its own scope.

The third layer is the draft Civil Drone (Promotion and Regulation) Bill 2025, released for consultation on 16 September 2025. The response window was later extended to 15 October 2025. The Bill proposes a standalone statute for unmanned aircraft systems below 500 kilograms and preserves Drone Rules 2021 until replacement rules are notified (Ministry of Civil Aviation, 16 September 2025). Anyone tracking the draft drone bill India status therefore watches two rulebooks at once, because compliance decisions made today must survive both.

Following the path from prohibition to liberalisation

India's present framework is the third regulatory generation in a decade, and the direction of travel explains its design. The state moved from prohibition to permission architecture, then from permission architecture to liberalised access with digital enforcement.

Civil drone operations were banned outright by a DGCA public notice in October 2014, which froze the sector while the regulator studied the technology (DGCA Public Notice, 7 October 2014). The first operating framework arrived on 27 August 2018, when DGCA issued Civil Aviation Requirements for remotely piloted aircraft, effective 1 December 2018 (DGCA Civil Aviation Requirements, 27 August 2018). The same cycle launched the DigitalSky platform and the No Permission, No Takeoff architecture.

The Unmanned Aircraft System Rules of March 2021 formalised the regime but carried an approval-heavy structure of 25 forms. Drone Rules 2021 replaced them within five months, cutting the forms to 5, reducing fee types from 72 to 4, and abolishing a set of prior approvals (PIB, 26 August 2021). Nearly 90% of Indian airspace was designated green zone under the reformed structure, which opened routine operations without per-flight bureaucracy (Ministry of Civil Aviation, parliamentary reply, February 2026).

That liberalisation created the market the draft Bill now proposes to police more firmly. Reading the stack historically clarifies the tension: the 2021 reform optimised for adoption, and the 2025 draft optimises for control of the scale that adoption produced.

Sorting drones into five weight categories

DGCA drone rules classify every unmanned aircraft system by maximum all-up weight, and the category fixes each obligation that follows. The drone weight categories India applies run from nano to large, with registration, pilot certification, and insurance requirements scaling upward through the tiers.

A 120-metre altitude ceiling, equivalent to 400 feet, applies across standard civilian operations in every category unless a government-authorised corridor or trial grants an exemption (Drone Rules 2021, 25 August 2021). Small-category systems and above operating commercially also require operator-level permissions beyond the aircraft's own registration.

Commercial activity concentrates in the Micro and Small tiers. Agricultural spraying platforms, corridor inspection aircraft, mining survey systems, and construction monitoring drones sit between 1 kilogram and 25 kilograms. That weight range places them inside the full registration, certification, and insurance regime.

The category also shapes procurement timelines. A nano aircraft bypasses registration for recreational use, while a Small-category platform triggers the complete workflow covering type certification, UIN issuance, pilot credentials, and per-flight permission.

Registering on the eGCA portal

Drone registration in India begins on the eGCA portal, where DGCA issues the Unique Identification Number that anchors every later approval. Since July 2025, eGCA has handled registration, type certification, and Remote Pilot Certificate management, while DigitalSky retains airspace permissions and NPNT authorisation. The eGCA and DigitalSky platform split reshaped every operator's workflow in one migration.

Type certification comes first. A manufacturer must hold a valid type certificate before its platform can enter lawful sale, and an operator cannot complete UIN issuance for an uncertified aircraft. DGCA reinforced this gate by suspending registration of non-type-certified unmanned aircraft systems on eGCA until further notice, a decision that directly affects custom builds and imported consumer platforms (DGCA Public Notice, eGCA portal, 2026).

The registration step itself is inexpensive and fast when the paperwork is clean. Anyone asking how to register a drone in India starts with an eGCA account and files Form D-2 with the aircraft model, serial number, and ownership documentation. The operator then pays the ₹100 fee under Schedule I of Drone Rules 2021, and UIN issuance follows verification within one to three working days for complete submissions. Rejections trace back to small mismatches between model names, serial numbers, and invoice records, because the portal validates every entry against DGCA type-certification databases.

A UIN is an identity, not a clearance. Airspace permission, pilot certification, and insurance sit in separate compliance layers, and treating registration as operational approval creates exposure during enforcement checks.

Earning the Remote Pilot Certificate

The Remote Pilot Certificate is the DGCA credential that authorises commercial drone flight. Sometimes referred to as the drone license in India, it is issued through authorised Remote Pilot Training Organisations. The Drone Amendment Rules 2022 introduced the certificate in place of the earlier licence structure and consolidated training oversight under DGCA-approved organisations.

The credential base has scaled. India recorded nearly 39,900 certified remote pilots by February 2026, against 38,475 registered aircraft as on 31 January 2026 (Ministry of Civil Aviation, parliamentary reply, February 2026). Maharashtra leads state registrations at 8,210, followed by Tamil Nadu at 5,878. Commercial pilots flying Micro drones for non-recreational work, and operators of Small-category systems, require the drone pilot license (formally the Remote Pilot Certificate) before lawful operations begin. How to get a drone license in India begins with enrolment at a DGCA-approved training organisation. Training programmes cost between ₹30,000 and ₹60,000 depending on aircraft category, simulator access, and field assessment requirements.

Candidates cover airspace procedures, meteorology, maintenance, emergency handling, and supervised flight, and completion runs two to four weeks subject to training-centre capacity. The certificate remains valid for 10 years under the present rules. Pilot availability now shapes deployment timelines as much as procurement does. An enterprise fleet without certified pilots is a grounded fleet, so certification lead time belongs inside every project plan.

Importing under the agency triple lock

Drone import in India passes through DGFT trade authorisation, WPC spectrum approval, and DGCA type certification before an aircraft can fly. DGFT Notification 54/2015-2020, issued on 9 February 2022, prohibited drone imports in Completely Built Unit, Semi Knocked Down, and Completely Knocked Down form outside defined exemptions (DGFT, 9 February 2022).

The exemptions cover government entities, recognised educational institutions, domestic manufacturers conducting research and development, and defence or security agencies. Each exempt importer requires a specific DGFT authorisation issued after consultation with the relevant line ministry. The policy anchors India's domestic manufacturing strategy by closing the consumer import route, and the drone import rules now define which buyer pathways remain lawful.

Spectrum approval forms the second lock. Platforms communicating on de-licensed frequency bands require Equipment Type Approval from the Wireless Planning and Coordination wing of the Department of Telecommunications. Permitted imports then face customs duty structures between 28% and 35% depending on configuration.

Type certification closes the triple lock, because an imported aircraft without a DGCA type certificate cannot complete UIN registration. Procurement teams therefore weigh certification status as heavily as technical capability, and type-certified Indian platforms carry a certainty advantage that specification sheets do not capture.

Receiving flight permission through DigitalSky and NPNT

No Permission, No Takeoff is the software gate that blocks a registered drone from flying until DigitalSky issues drone permission through a digital artefact. The architecture makes India's drone laws unusual: the state enforces compliance before takeoff rather than prosecuting after violation. The NPNT permission architecture checks location, altitude, and time window against the artefact before release.

The gate has a hardware dimension that trips imported aircraft. NPNT compliance requires firmware that communicates with DigitalSky, and foreign consumer platforms sold outside official Indian channels do not carry it. The geo-fencing and Remote ID requirements that sit alongside NPNT deepen the same dependency. An aircraft that cannot receive or respect a digital boundary cannot demonstrate compliance at all.

The permission gate also holds for autonomy. A platform's on-board autonomy level, computer vision stack, or mission-planning software does not alter the legal requirement. Autonomous route planning executes inside the geofence and time window the permission artefact defines. Firmware-level enforcement keeps the compliance boundary in the aircraft rather than in the operator's discretion.

DigitalSky also hosts the national airspace map covering green, yellow, and red zones. Operators therefore work across two connected systems: eGCA for identity and credentials, and DigitalSky for operational authorisation under the NPNT regime.

Reading the green, yellow and red zone map

India's drone map and airspace zone structure divide operations into green, yellow, and red zones, with the zone determining the permission depth required before takeoff. The map launched on 24 September 2021 alongside the implementation of Drone Rules 2021, with mapping support from MapmyIndia and platform infrastructure on DigitalSky (Ministry of Civil Aviation, 24 September 2021). The no-fly zones in India sit inside this structure as red zones, while the two remaining tiers carry graduated obligations.

Green zones permit operations up to the 120 metre drone altitude limit India applies, subject to standard DigitalSky permissions. Survey, mapping, and inspection activity concentrates in these corridors.

Yellow zones are defined vertically as well as laterally. The tier covers airspace above 400 feet inside a designated green zone and above 200 feet in the ring between 8 and 12 kilometres from an airport perimeter (Drone Rules 2021, 25 August 2021).

Approvals in yellow airspace route through the concerned air traffic control authority. Depending on the corridor, that authority may be the Airports Authority of India, the Indian Air Force, the Indian Navy, or Hindustan Aeronautics Limited. The green, yellow and red zone framework carries the full altitude segmentation.

Red zones prohibit flight without specific Central Government authorisation and cover military facilities, strategic infrastructure, border districts, and protected sites. The map is not static. Rule 24(2) of Drone Rules 2021 empowers State governments, Union Territory administrations, and law enforcement agencies to declare a temporary red zone for up to 96 hours (Drone Rules 2021, 25 August 2021).

Zone status therefore expires quickly. A corridor cleared last week can sit inside a temporary red zone today, so the map check belongs at the top of every pre-flight sequence.

Navigating cities, parks and heritage sites

Location-specific restrictions stack on top of the zone map, and they explain why India's biggest cities and best-known landmarks stay off-limits. An operator can hold every credential in the stack and still have nowhere lawful to fly in parts of urban India.

Mumbai functions as an effective red zone for civilian drone operations. The airport buffer covers much of the southern city, naval installations add overlapping restrictions, and Mumbai Police issue blanket bans on flying objects during security events.

Delhi carries a comparable density of overlaps. The airport ring, the government district around Parliament, military cantonments, and diplomatic enclaves leave little lawful green airspace. The National Capital Region also receives blanket temporary bans during Republic Day and Independence Day operations (Delhi Police Advisory, January 2025).

Protected areas carry their own statute. Drone flight over national parks and wildlife sanctuaries is prohibited under the Wild Life (Protection) Act 1972. The restriction covers reserve forests and much of the Himalayan trekking belt.

Heritage monuments carry Archaeological Survey of India notifications, and the Taj Mahal sits under an ASI overflight prohibition that no zone-map reading overrides (Archaeological Survey of India notifications). State authorities extend the same power to religious sites, and the Odisha Government extended the Jagannath Temple red-zone designation to September 2028 (Odisha Government Notification, 2024).

The operational lesson is that the zone map is the start of a location check, not the end of one. Statutes outside the aviation stack, from wildlife law to heritage notifications, restrict airspace the map alone will not fully explain.

Walking the workflow from purchase to takeoff

The drone flying rules India enforces resolve into one sequence that runs from type-certified purchase to NPNT-cleared takeoff. The sequence begins on the procurement side. The operator selects a platform holding a valid DGCA type certificate and confirms its import or domestic status against the DGFT restrictions. WPC Equipment Type Approval follows where the aircraft communicates on de-licensed spectrum.

The middle of the sequence builds the legal identity. The operator purchases third-party insurance under Rule 44, registers the aircraft on eGCA to obtain the UIN, and completes Remote Pilot Certificate training through an authorised organisation.

The closing steps are operational. The pilot requests flight permission through DigitalSky, validates the airspace category for the mission area, and flies within the approved parameters. The pre-flight to landing walkthrough sequences the operational half in detail.

Commercial operators typically need three to six weeks between procurement and a first lawful commercial flight, and the window stretches when BVLOS drone approvals or corridor permissions apply. Skipping a step compounds cost, because remediation after an enforcement check exceeds the price of sequenced compliance.

Survey and mapping businesses feel the sequence hardest, because government tenders now verify the full stack. Contracting authorities check UINs, type certificates, pilot credentials, and insurance before award, which turns compliant aerial mapping capability into a tender qualification rather than a technical preference.

Carrying a drone into India as a visitor

The drone rules for foreigners in India bar recreational flight by foreign citizens, which makes visitor carriage a customs question before it becomes a flying question. India does not ban personal drone imports outright. The aircraft must be declared on arrival through the Red Channel at customs, carried in cabin baggage, and supported by the original purchase receipt.

The practical path for visitors runs through the nano category. An aircraft under 250 grams avoids the UIN and Remote Pilot Certificate requirements, though altitude limits, zone restrictions, and visual-line-of-sight rules still bind the flight. Anything heavier places a foreign national inside a registration and certification regime that recreational visitors cannot complete. The foreign tourist registration rules map the narrow lawful routes that remain.

Commercial work by foreign entities routes through leasing. The foreign operator leases the aircraft to an Indian entity, and the Indian entity holds the UIN, the permissions, and the liability. The structure keeps operational accountability inside Indian jurisdiction while allowing foreign equipment and expertise to participate in Indian projects.

Customs enforcement on this channel is active, and undeclared aircraft face confiscation. Declared, receipted, cabin-carried personal equipment clears without difficulty, which makes the ten minutes at the Red Channel the cheapest compliance step in the entire stack.

Counting the cost of non-compliance

Drone penalties in India combine monetary fines under the present rules with expanded criminal exposure under the draft Bill. The penalty for flying a drone without permission in India reaches ₹1,00,000 under Rule 50 of Drone Rules 2021, and first-offence non-registration cases attract penalties near ₹25,000 (Drone Rules 2021, 25 August 2021). The parent aviation statute adds imprisonment exposure for operations that endanger safety. The penalties and fines framework breaks down exposure by violation class.

The draft Civil Drone (Promotion and Regulation) Bill 2025 hardens the regime. First offences carry fines up to ₹50,000 and imprisonment up to three months, and repeat violations rise to ₹1,00,000 and six months. Severe airspace violations linked to strategic infrastructure attract imprisonment up to three years (Ministry of Civil Aviation, 16 September 2025). The Bill also moves serious offences into cognizable and non-compoundable categories, which permits police action without a magistrate's order.

Detention powers extend the enforcement reach. Legal analyses of the draft record a provision permitting drone detention on suspicion of violation, with confiscation and penal action following confirmed breaches (NASSCOM Public Policy, October 2025).

The liability side changes too. The draft introduces no-fault compensation of ₹2.5 lakh for death and ₹1 lakh for grievous injury under Motor Accident Claims Tribunal jurisdiction. The enforcement environment now resembles regulated aviation rather than consumer electronics oversight.

Watching enforcement shift from notice to action

Enforcement has moved from published rules to street-level and portal-level action, and the cases now define the operator's real risk surface. Three enforcement channels are active: registration audits, police action during restrictions, and customs interdiction.

The registration channel hardened on 12 August 2025, when DGCA initiated cancellation proceedings against UAS registrations obtained through false declarations in Form D-2 (DGCA Public Notice, 12 August 2025). The notice specifically flagged misuse of the Model RPAS sub-category for illegally imported aircraft. An operator flying on a cancelled registration faces penal action under Drone Rules 2021, which converts a paperwork shortcut into a criminal exposure.

Police action tracks temporary restrictions. Mumbai Police arrested an operator in Colaba for flying a foreign-made consumer drone during a citywide temporary ban in 2025 (Mumbai Police proceedings, 2025). Officers seized equipment valued near ₹70,000 and charged the operator under Rule 50 and the parent aviation statute. Wedding cinematography teams have faced parallel seizures for filming without UIN registration, in one of the country's largest commercial drone use cases.

Customs interdiction closes the loop on the import restrictions. The Directorate of Revenue Intelligence broke a smuggling syndicate moving consumer drones through Chennai alongside gold and electronics in late 2024 (Directorate of Revenue Intelligence, 2024). Airport staff at Chennai then recovered 10 smuggled aircraft concealed in unclaimed baggage in April 2025 (Chennai Customs, April 2025).

The pattern across all three channels is the same. Enforcement targets the gap between the registered fleet and the operating fleet, and the paperwork trail decides which side of that gap an operator stands on.

Meeting insurance and data protection obligations

Drone insurance in India is already mandatory under Rule 44 of Drone Rules 2021 for categories above nano. Operators who defer coverage while waiting for the Civil Drone Bill misread the sequence. The Bill strengthens an existing obligation into a no-fault compensation regime; it does not create one. The insurance requirements under Rule 44 attach before the first commercial mission.

Coverage therefore precedes deployment for commercial work across inspection, logistics, spraying, and mapping operations. The insurance layer also connects to the compensation figures in the draft Bill, because the no-fault amounts define the exposure an uninsured operator would carry personally.

Privacy obligations arrive from two directions. Rule 38 of Drone Rules 2021 already restricts image and data capture to what is permissible under law, with the privacy of persons and property protected (Drone Rules 2021, 25 August 2021). The Digital Personal Data Protection Act 2023 (DPDP Act 2023) adds the second layer, with rules notified on 13 November 2025. It reaches commercial operators who capture identifiable personal information (MeitY, 13 November 2025).

An operator collecting identifiable faces, vehicle registration plates, or residential imagery may qualify as a Data Fiduciary under the framework. Fiduciary status brings verifiable consent requirements before capture, data minimisation in storage, defined retention and deletion timelines, grievance redressal mechanisms, and disclosure management for downstream sharing. Survey firms, infrastructure inspectors, and logistics companies carry the heaviest exposure because their flight paths cross populated environments. Data governance now sits inside the drone compliance stack rather than beside it.

Testing overflight against criminal law

Indian courts have begun testing how existing criminal statutes apply to drone flight, adding a judicial layer above the rulebooks. The live question is whether drones can fly over private property in India without legal consequence, and the first answers are arriving through case law rather than regulation.

The Karnataka High Court heard a petition against an FIR that alleged criminal trespass by a drone under the Section 441 framework of the Indian Penal Code 1860. The court noted the unusual posture of a criminal allegation against an inanimate object and stayed the investigation on 6 February 2026. It allowed the petition on 24 February 2026 (Karnataka High Court, 24 February 2026).

The ruling signals that overflight without physical entry does not map cleanly onto trespass statutes drafted before powered flight. The judgment copy remains pending upload on the High Court website, so counsel-level interpretation is still forming.

Other benches have raised parallel concerns. The Punjab and Haryana High Court has flagged drone use in smuggling across international borders as an enforcement gap, which pushes counter-drone capability up the policing agenda.

For operators, the judicial layer means compliance no longer ends at aviation rules. Privacy complaints, trespass allegations, and state-level police action now arrive through general criminal law, and flight logs plus permission artefacts form the operator's evidentiary defence.

Stacking the incentives behind adoption

The compliance stack has a promotional mirror, because the same government that polices drone flight subsidises it. The incentive layer explains why the registered fleet keeps expanding despite the paperwork.

The tax lever moved first. GST on drones was reduced to 5% from September 2025, replacing a fragmented structure that had taxed camera-equipped platforms at higher rates (GST Council, September 2025). The GST treatment of drones now lowers acquisition cost across categories.

Manufacturing support runs through the Production Linked Incentive scheme, launched by the Ministry of Civil Aviation in September 2021 with a ₹120 crore outlay (Ministry of Civil Aviation, September 2021). The outlay backs domestic drone and component manufacturing. Capacity building runs through the SwaYaan programme, which has reached more than 26,000 participants across training and partnership activities (Ministry of Civil Aviation, February 2026).

Deployment programmes complete the layer. The Namo Drone Didi scheme allocated ₹1,261 crore to equip 15,000 women self-help groups with agricultural drones (PIB, 2024). The SVAMITVA programme has used drone survey to map village land and issue property cards at national scale.

The incentive layer and the enforcement layer are the same policy read from opposite ends. The state wants a large, visible, compliant fleet, and it prices both the carrot and the stick accordingly.

Comparing global frameworks with India's model

India differs from the American, European, and Chinese drone regimes because it enforces compliance before takeoff rather than after violation. The comparison clarifies where the drone laws in India diverge from peer models and what the NPNT architecture costs.

The United States operates under FAA Part 107, where a certified operator flies by default and applies for waivers covering altitude, night operations, or beyond-visual-line-of-sight work. Compliance responsibility rests on the operator, and enforcement follows violations. The European Union applies the EASA open, specific, and certified categories, a risk-based ladder where operational complexity sets the obligation level. China's CAAC framework anchors compliance to manufacturer-linked real-name registration and production oversight, placing the manufacturer at the centre of enforcement.

India's model differs from all three because the permission artefact gates the flight itself. The design produces stronger operational traceability and a complete digital record of every authorised flight. The trade-off is dependence on centralised digital infrastructure, because a permission platform outage becomes an operational outage for the entire compliant fleet.

ICAO's RPAS provisions sit above all four national regimes. India's permission artefact doubles as the digital clearance record those international frameworks expect, which keeps the model interoperable.

Tracking the road to replacement rules

India's drone regime is scaling from enabling flight to managing volume. Three BVLOS corridors have been approved in Ladakh, Telangana, and Andhra Pradesh, and cumulative drone deliveries crossed 2 million by the end of 2025 (industry reporting, December 2025). The Ministry of Civil Aviation has also outlined plans for a national drone corridor network across logistics and healthcare (Ministry of Civil Aviation, 2025).

The pending question is legislative, and it is contested. The draft Civil Drone Bill remains under post-consultation review, and industry responses argued that the proposal marks a shift away from the liberal 2021 settlement. The criticism targets criminalised offences, detention powers, an expanded accident definition covering property damage, and a proposed power to regulate drone-service tariffs. The Bill's defenders read the same provisions as the enforcement infrastructure a 38,000-aircraft fleet requires.

Drone Rules 2021 continue to operate until replacement rules are notified. Those replacement rules, not the Bill's headline text, will set the operational detail on penalties, insurance thresholds, and detention procedure.

The traffic-management gap sits underneath the legislative one. The National Unmanned Traffic Management Policy Framework of November 2021 remains voluntary, which leaves real-time fleet visibility uneven across operators (Ministry of Civil Aviation, November 2021). The technical horizon points toward mandatory unmanned traffic management, where automated deconfliction, computer-vision-based compliance monitoring, and swarm coordination move airspace oversight from per-flight approval to continuous supervision. That shift treats the drone sector as regulated infrastructure, which is the direction every layer of India's drone laws already points.

Building the habits that keep fleets airborne

An operator planning deployment sequences compliance before procurement, because a platform without a type certificate cannot be registered and a fleet without certified pilots cannot fly. The 244 authorised training organisations on the map mean certification capacity exists, but the two-to-four-week lead time belongs in the project schedule (Ministry of Civil Aviation, February 2026). Compliance under India's drone laws rewards sequencing over speed, and the operators who treat the stack as a workflow rather than a checklist reach revenue flights first. The same discipline scales into service delivery, where drone-as-a-service models absorb the compliance burden for clients who want output without owning the stack.

Three habits keep an operation on the right side of the stack. The zone check on DigitalSky precedes every flight, because Rule 24(2) restrictions appear at 96-hour notice. Location statutes from wildlife law to heritage notifications sit outside the map.

Insurance and data-protection posture get reviewed together, since Rule 44 coverage and DPDP obligations both attach before the first commercial mission. The Civil Drone Bill's replacement rules get tracked as a procurement variable, because penalty exposure and insurance thresholds will move when they are notified.

The decisive document ahead is not the draft Bill but the replacement rules that will retire Drone Rules 2021, and operators who track that notification move first.