What is a frequency handoff during an extended UAS flight and why is it required?

A frequency handoff occurs when ATC transfers communication responsibility for an aircraft or UAS operation from one control facility or sector to another as the flight progresses through different airspace areas. For UAS operations conducted under ATC authorization, the remote pilot in command must maintain two-way radio communication as required and must promptly comply with any instruction to change frequencies so that continuous coordination is preserved. The AIM describes standard handoff phraseology that controllers use to transfer communications, and remote pilots should be familiar with this process just as manned aircraft pilots are. Failing to monitor the correct frequency or respond to a handoff can constitute a loss of communication, which may require the remote pilot to follow established lost-communications procedures or land the UAS.

How do you request or acknowledge a frequency change from ATC during a UAS operation?

When ATC issues a frequency change, the remote pilot should read back the new frequency, switch to that frequency promptly, and check in with the new facility using the aircraft or UAS call sign, current altitude, and position as appropriate. Standard phraseology from the AIM applies: for example, "[Facility], [call sign], level [altitude], request advisories" gives the new controller the information needed to continue safe separation. If the remote pilot is operating under a UAS-specific authorization such as a Low Altitude Authorization and Notification Capability (LAANC) approval or a negotiated Letter of Agreement, any frequency or coordination requirements outlined in that authorization must also be followed. Remote pilots studying for the FAA Unmanned Aircraft General knowledge test should understand ATC communication procedures as they apply to both manned and unmanned operations.

What's the difference between a facility handoff and an in-facility sector change during a UAS flight?

A facility handoff transfers communication responsibility between two separate ATC facilities, such as from one TRACON to an adjacent ARTCC, while an in-facility sector change keeps the flight within the same facility but moves it to a different controller's sector as the UAS progresses along its route. Both types of transitions require the remote pilot to acknowledge the new frequency and establish contact, but facility handoffs may also involve coordination between different Letters of Agreement or authorizations that govern the specific UAS operation. The PHAK notes that ATC facilities divide airspace into sectors to manage workload, and remote pilots must be prepared for either type of change during longer flights that cross sector or facility boundaries. Maintaining situational awareness of the planned route and any applicable authorization boundaries helps remote pilots anticipate and respond smoothly to both in-facility and cross-facility frequency changes.

Handoff Procedures and Frequency Changes During Extended UAS Flights

Most small drone flights are short, confined to a single location, and never require the pilot to say a word on the radio. But as commercial UAS operations grow — linear infrastructure inspections along power lines or pipelines, search-and-rescue missions covering miles of terrain, beyond-visual-line-of-sight (BVLOS) corridors, and long-range package delivery routes — a single flight can cross multiple ATC facility boundaries, pass through different classes of airspace, or simply last long enough that a controller wants to hand you off to a neighboring sector. Understanding handoff procedures and frequency changes is no longer an optional add-on for the advanced remote pilot; it is a core radio communication skill that keeps the National Airspace System (NAS) running smoothly and keeps your operation legal under 14 CFR Part 107.

This article covers how handoffs work in the context of UAS operations, what the regulations and the Aeronautical Information Manual (AIM) say about frequency management, the practical steps for executing a clean frequency change, and the common errors that trip up remote pilots on the FAA knowledge test and in real operations.

The Framework: Why Frequency Changes Happen

The NAS is divided into geographic volumes of airspace, each managed by a specific ATC facility or sector. Air Route Traffic Control Centers (ARTCCs, also called "Centers") manage high-altitude en route traffic. Terminal Radar Approach Control facilities (TRACONs) manage the airspace surrounding busy airports, typically from the surface up to about 10,000 feet MSL in a roughly 40-nautical-mile radius. Airport Traffic Control Towers (ATCTs) manage the immediate airspace and movement area at towered airports, typically within Class B, C, or D airspace. Each of these facilities — and each internal sector within them — operates on specific radio frequencies.

When a flight crosses from one sector or facility's area of jurisdiction into another, ATC must transfer communications responsibility to the next controller. This transfer is the handoff. For manned aircraft it is a routine, seamless procedure. For UAS operations it adds a layer of complexity because the remote pilot in command (RPIC) must manage not only the aircraft but also their own situational awareness about which facility has jurisdiction at any given moment during the flight.

Even for flights that remain within a single facility's airspace, a controller may move you to a different working frequency — for example, shifting you from the general ground advisory frequency to a specific sector discrete frequency — to reduce congestion or to keep your traffic separated from busier flows. Understanding that a frequency change does not always mean a change in facility is an important distinction.

Regulatory Foundation for UAS Radio Communications

Part 107 does not specify radio equipment requirements for the remote pilot themselves in the way that Part 91 does for manned aircraft. However, 14 CFR §107.49 requires the RPIC to ensure, prior to flight, that the communication link between the control station and the UAS is functioning properly. More broadly, 14 CFR §107.51 requires that the RPIC maintain the ability to see and avoid other aircraft, and operating in controlled airspace under a Part 107 waiver or authorization (via LAANC or a DroneZone authorization) creates an implicit expectation that the RPIC can communicate with ATC when required by the authorization conditions.

When an ATC authorization stipulates that the RPIC must monitor a specific frequency or maintain two-way radio communication, that requirement comes from the specific conditions of the authorization or waiver itself, not from a general regulatory duty analogous to IFR communications procedures. (14 CFR §91.183 addresses position reports and equipment-malfunction reports for aircraft operating IFR under ATC and does not apply to Part 107 VLOS or waivered operations.) If your operational approval letter or waiver conditions specify a contact frequency, monitoring that frequency and responding promptly is not optional — it is a condition of your authorization, and violating it could invalidate the authorization mid-flight.

The AIM, Chapter 5 (Air Traffic Procedures), describes the standard phraseology and procedures for frequency changes. While written primarily for manned aircraft, remote pilots operating in controlled airspace are expected to follow the same communication standards.

How a Handoff Works: Step by Step

A standard ATC handoff during an extended UAS flight generally follows this sequence:

Current controller coordinates with the receiving controller. Behind the scenes, the current ATC sector contacts the next sector (or facility) and offers the traffic. This is called a point-out or radar handoff in radar environments, or a verbal coordination in non-radar environments. The remote pilot is not involved in this step.
Current controller issues a frequency change instruction. The controller will transmit something like: "[Call sign], contact [next facility or sector name] on [frequency], good day." The RPIC should acknowledge this with a full readback of the new frequency and the call sign: "[Next facility] on [frequency], [call sign], good day."
RPIC tunes the new frequency and makes initial contact. Initial contact should include: your call sign, aircraft type (UAS), current position, altitude if applicable, and the nature of your operation. For example: "Springfield Approach, UAS November One Two Three Alpha, Robinson Creek pipeline inspection, 3 miles east of Shelby VOR, 300 feet AGL, level."
Receiving controller acknowledges and may issue new instructions. The new controller may confirm radar contact, issue a transponder squawk code (if your UAS is equipped), provide traffic advisories, or place restrictions on your operation. Comply with all instructions.

Practical Considerations for Remote Pilots

Remote pilots face a unique challenge: unlike a cockpit pilot who can twist a radio knob with one hand while monitoring flight instruments, the RPIC may be managing a ground control station interface, monitoring a live video feed, coordinating with a visual observer (VO), and communicating with ATC — all simultaneously. Planning is the antidote to overload.

Before any extended flight that may require a frequency change, the RPIC should pre-brief frequencies. Pull the Chart Supplement (formerly Airport/Facility Directory) or use a sectional chart to identify all ATC facilities and their frequencies along the route. Write them down in order. If you are using a kneeboard or mission planning tablet, having the frequency sequence printed out means you are not hunting through menus under pressure.

The RPIC should also establish ahead of time who talks to ATC. On crewed UAS operations with a dedicated VO, a clearly defined communication plan prevents two crew members from simultaneously trying to respond to a controller — or worse, neither one responding because each assumed the other would. Assign the radio role explicitly in the pre-mission briefing.

If you are monitoring but not yet required to transmit, remain on the assigned frequency and listen actively. If a controller calls your call sign and you do not respond promptly, the controller may issue a NORDO (no radio) alert or, in the worst case, vector other aircraft away from your area of operation in ways that disrupt your mission. Timely responses protect everyone.

Key Numbers and Rules

122.9 MHz is the common CTAF/MULTICOM frequency used at uncontrolled airports for advisory calls; remote pilots operating near non-towered airports should monitor it to maintain situational awareness of manned traffic, even when not required to transmit.
121.5 MHz is the VHF emergency frequency. Remote pilots should be aware that manned aircraft and ATC facilities monitor this frequency; it is never used for routine handoffs.
Full readback required: Always read back the new frequency in full. A partial acknowledgment ("Roger") without repeating the frequency leaves room for confusion if you tuned the wrong frequency.
LAANC authorizations are typically issued for a specific grid square and altitude ceiling. If an extended flight crosses into a new LAANC grid, a separate authorization may be required — the frequency handoff parallels an airspace authorization handoff.
Squawk 1200 is the VFR code for non-discrete transponder use. If your UAS carries a transponder and ATC assigns a discrete squawk code at handoff, enter it exactly as assigned and confirm with the controller.

Memory Aid

Use the mnemonic CRAFT to structure your initial call-up on a new frequency after a handoff. CRAFT stands for: Call sign (yours), Report position, Altitude (current), Facility name (who you are calling), Type of operation. Running through CRAFT mentally before keying the mic ensures your initial contact is complete, professional, and gives the new controller everything needed to positively identify and manage your traffic.

Common Test Traps

"Good day" means terminate, not acknowledge frequency change. When the controller says "good day" at the end of a handoff instruction, it is a social sign-off, not a separate clearance. Some students read it as permission to discontinue monitoring. You must tune the new frequency and check in before the handoff is complete.
Assuming no radio means no responsibility. Part 107 does not universally require a radio, but if your ATC authorization conditions require radio contact and you do not have a functioning radio, you are not authorized to fly. Do not confuse the general Part 107 equipment rules with the specific conditions of a controlled-airspace authorization.
Confusing facility handoffs with sector handoffs. You may receive multiple frequency changes within a single TRACON. A new frequency does not automatically mean you have left one facility's jurisdiction and entered another. Stay mentally current on what facility you are talking to.
Forgetting to re-establish position on the new frequency. Simply saying your call sign on the new frequency is insufficient. The new controller needs your position and altitude (if relevant) to immediately integrate you into their traffic picture.
Letting the visual observer handle all ATC calls without a clear plan. The RPIC is always legally responsible. If the VO makes a radio error or misses a call, the RPIC bears the regulatory consequences. The communication plan must be rehearsed, not improvised.

Mastering frequency changes and handoff procedures transforms an RPIC from a reactive operator into a proactive participant in the NAS. As UAS operations continue to expand in scope and complexity, the pilots who understand how ATC facilities coordinate traffic — and who communicate professionally and promptly — will find that controllers are partners, not gatekeepers. That partnership is ultimately what makes extended UAS flights safe for everyone sharing the sky.