An airspace authorization is not the whole airspace story. Three further rules bind a remote pilot no matter what the airspace class is, and none of them is satisfied by the authorization § 107.41 requires. The first is § 107.43: you may not operate in a manner that interferes with the operations and traffic patterns at any airport, heliport, or seaplane base. This one reaches places § 107.41 does not — a small airport with no control tower generates no controlled airspace and demands no authorization, but its traffic pattern is exactly where crewed aircraft fly lowest and least expect a drone. So § 107.43 keeps you clear of them by your conduct, not by any permission slip.

The second is § 107.45: you may not operate in prohibited or restricted areas unless you have permission from the using or controlling agency, as appropriate. This is a different permission from the ATC authorization § 107.41 needs, and that difference matters. Prohibited and restricted areas exist for reasons that have nothing to do with airport traffic — they shelter sensitive sites and activities — so the entity that controls the area, not Air Traffic Control, is who must clear you in. A LAANC authorization for the surrounding airspace does nothing for you inside one of these.

The third kind of restriction is temporary, and it moves. Under § 107.47, a remote pilot in command must comply with a set of flight-restriction rules — §§ 91.137 through 91.145 and § 99.7 of the federal aviation regulations — that govern areas designated by notice to airmen, the FAA’s system of NOTAMs. The practical point is that a site can be legal to fly one day and closed the next, with nothing about its airspace class having changed, because a restriction has been placed over it and announced by NOTAM. Catching these is part of the preflight airspace read from earlier in this chapter — § 107.49 makes you check for flight restrictions, not just airspace class — and no authorization overrides them.