Remote Pilot – Small Unmanned Aircraft Systems Study Guide 37
Chapter 6:
Crew Resource Management
For information on Crew Resource Management (CRM), refer to Chapter 10, “Aeronautical Decision-
Making and Judgment,” of this study guide.
6. Crew Resource Management
Remote Pilot – Small Unmanned Aircraft Systems Study Guide 38
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Remote Pilot – Small Unmanned Aircraft Systems Study Guide 39
Chapter 7:
Radio Communication Procedures
Introduction
Radio communications are an important aspect for the safe operation of aircraft in the NAS. It is
through radio communications that pilots give and receive information before, during and at the
conclusion of a flight. This information aids in the flow of aircraft in highly complex airspace areas as
well as in less populated areas. Pilots can also send and receive important safety of flight issues such as
unexpected weather conditions, and inflight emergencies. Although small UA pilots are not expected
to communicate over radio frequencies, it is important for the UA pilot to understand “aviation
language” and the different conversations they will encounter if the UA pilot is using a radio to aid
them in situational awareness when operating in the NAS. Although much of the information provided
here is geared toward manned aircraft pilots, the UA pilot needs to understand the unique way
information is exchanged in the NAS.
Understanding Proper Radio Procedures
Understanding proper radio phraseology and procedures
contribute to a pilot’s ability to operate safely and
efficiently in the airspace system. A review of the
Pilot/Controller Glossary contained in the AIM assists a
pilot in understanding standard radio terminology. The
AIM also contains many examples of radio
communications.
ICAO has adopted a phonetic alphabet that should be used
in radio communications. When communicating with ATC,
pilots should use this alphabet to identify their aircraft.
[Figure 7-1]
Traffic Advisory Practices at Airports without Operating
Control Towers
Airport Operations without Operating Control Tower
There is no substitute for alertness while in the vicinity
of an airport. It is essential that pilots be alert and look
for other traffic a when operating at an airport without
an operating control tower. This is of particular
importance since other aircraft may not have
communication capability or, in some cases, pilots may
not communicate their presence or intentions when
operating into or out of such airports. To achieve the
greatest degree of safety, it is essential that all radio -
equipped aircraft transmit/receive on a common
frequency and small UA pilots monitor other aircraft
identified for the purpose of airport advisories.
7. Radio Communication Procedures
Remote Pilot – Small Unmanned Aircraft Systems Study Guide 40
An airport may have a full or part -time tower or flight
service station (FSS) located o n the airport, a full or
part-time universal communications ( UNICOM) station or no aeronautical station at all. There are
three ways for pilots to communicate their intention and obtain airport/traffic information when
operating at an airport that does not have an operating tower—by communicating with an FSS, a
UNICOM operator, or by making a self-announce broadcast.
Many airports are now providing completely automated weather, radio check capability and airport
advisory information on an automated UNICOM system. These systems offer a variety of features,
typically selectable by microphone clicks, on the UNICOM frequency. Availability of the automated
UNICOM will be published in the Airport/Facility Directory and approach charts.
Understanding Communication on a Common Frequency
The key to communications at an airport without an operating control tower is selection of the
correct common frequency. The acronym CTAF, which stands for Common Traffic Advisory
Frequency, is synonymous with this program. A CTAF is a frequency designated for the purpose of
carrying out airport advisory practices while operating to or from an airport without an operating
control tower. The CTAF may be a UNICOM, MULTICOM, FSS, or tower frequency and is identified in
appropriate aeronautical publications.
Communication/Broadcast Procedures
A MULTICOM frequency of 122.9 will be used at an airport that is non-towered and does not have a
FSS or UNICOM.
Recommended Traffic Advisory Practices
Although a remote pilot-in-command is not required to communicate with manned aircraft when in
the vicinity of a non-towered airport, safety in the National Airspace System requires that remote
pilots are familiar with traffic patterns, radio procedures, and radio phraseology.
When a remote pilot plans to operate close to a non-towered airport, the first step in radio
procedures is to identify the appropriate frequencies. Most non-towered airports will have a
UNICOM frequency, which is usually 122.8; however, you should always check the Cart Supplements
U.S. or sectional chart for the correct frequency. This frequency can vary when there are a large
number of non-towered airports in the area. For non-towered airports that do not have a UNICOM
or any other frequency listed, the MULTICOM frequency of 122.9 will be used. These frequencies
can be found on a sectional chart by the airport or in the Chart Supplements publication from the
FAA.
When a manned aircraft is inbound to a non-towered airport, the standard operating practice is for
the pilot to “broadcast in the blind” when 10 miles from the airport. This initial radio call will also
include the position the aircraft is in relation to north, south, east or west from the airport. For
example:
Town and Country traffic, Cessna 123 Bravo Foxtrot is 10 miles south inbound for landing,
Town and Country traffic.
Figure 7-1. Phonetic Alphabet.
7. Radio Communication Procedures
Remote Pilot – Small Unmanned Aircraft Systems Study Guide 41
When a manned aircraft is broadcasting at a non-towed airport, the aircraft should use the name of
the airport of intended landing at the beginning of the broadcast, and again at the end of the
broadcast. The reason for stating the name twice is to allow others who are on the frequency to
confirm where the aircraft is going. The next broadcast that the manned aircraft should make is:
Town and Country traffic, Cessna 123 Bravo Foxtrot, is entering the pattern, mid-field left
down-wind for runway 18, Town and Country traffic.
The aircraft is now entering the traffic pattern. In this example, the aircraft is making a standard 45
degree entry to the downwind leg of the pattern for runway 18. Or, the aircraft could land straight-
in without entering the typical rectangular traffic pattern. Usually aircraft that are executing an
instrument approach will use this method. Examples of a radio broadcast from aircraft that are
using this technique are:
For an aircraft that is executing an instrument approach:
Town and Country traffic, Cessna 123 Bravo Foxtrot, is one mile north of the airport, GPS
runway 18, full stop landing, Town and Country traffic.
As the aircraft flies the traffic pattern for a landing, the following radio broadcasts should be made:
Town and Country traffic, Cessna 123 Bravo Foxtrot, left base, runway 18, Town and Country
traffic.
Town and Country traffic, Cessna 123 Bravo Foxtrot, final, runway 18, Town and Country
traffic.
After the aircraft has landed and is clear of the runway, the following broadcast should be made:
Town and Country traffic, Cessna 123 Bravo Foxtrot, is clear of runway 18, taxing to park,
Town and Country traffic.
When an aircraft is departing a non-towered airport, the same procedures apply. For example,
when the aircraft is ready for takeoff, the aircraft should make the following broadcast:
Town and Country traffic, Cessna 123 Bravo Foxtrot, departing runway 18, Town and Country
traffic.
For safety reasons, a remote pilot must always scan the area where they are operating a small UA.
This is especially important around an airport. While it is good operating procedures for manned
aircraft to make radio broadcasts in the vicinity of a non-towered airport, by regulation, it is not
mandatory. For this reason, a remote pilot must always look for other aircraft in the area, and use a
radio for an extra layer of situational awareness.
Aircraft Call Signs
When operating in the vicinity of any airport, either towered or non-towered, it is important for a
remote pilot to understand radio communications of manned aircraft in the area. Although 14 CFR
part 107 only requires the remote pilot to receive authorization to operate in certain airport areas, it
can be a good operating practice to have a radio that will allow the remote pilot to monitor the
appropriate frequencies in the area. The remote pilot should refrain from transmitting over any
active aviation frequency unless there is an emergency situation.
7. Radio Communication Procedures
Remote Pilot – Small Unmanned Aircraft Systems Study Guide 42
Aviation has unique communication procedures that will be foreign to a remote pilot who has not
been exposed to “aviation language” previously. One of those is aircraft call signs. All aircraft that
are registered in the United States will have a unique registration number, or “N” number. For
example, N123AB, which would be pronounced in aviation terms by use of the phonetic alphabet as,
“November One-Two-Three-Alpha-Bravo.” In most cases, “November” will be replaced with either
the aircraft manufacturer’s name (make) and in some cases, the type of aircraft (model). Usually,
when the aircraft is a light general aviation (GA) aircraft, the manufacturer’s name will be used. In
this case, if N123AB is a Cessna 172, the call sign would be “Cessna, One-Two-Three-Alpha-Bravo.” If
the aircraft is a heavier GA aircraft, such as a turbo-prop, or turbo-jet, the aircraft’s model will be
used in the call sign. If N123AB is a Cessna Citation, the call sign would be stated as, “Citation, One-
Two-Three-Alpha-Bravo.” Typically, airliners will use the name of their companies and their flight
number in their call signs. For example, Southwest Airlines flight 711, would be said as, “Southwest-
Seven-One-One.” There are a few airlines such as British Airways who will not use the company
name in their call sign. For example, British Airways uses “Speedbird.”
To close, a remote pilot is not expected to communicate with other aircraft in the vicinity of an
airport, and should not do so unless there is an emergency situation. However, in the interest of
safety in the NAS, it is important that a remote pilot understands the aviation language and the
types of aircraft that can be operating in the same area as a small UA.