Operating a small unmanned aircraft system (sUAS) under FAA Part 107 opens up a wide range of commercial and recreational possibilities, but flying in or near controlled airspace requires direct coordination with air traffic control (ATC). Unlike manned aircraft pilots who use two-way radios as a matter of routine, remote pilots typically communicate with ATC through non-radio channels — yet the principles of clear, concise, and professional communication remain just as critical. Whether you are seeking a real-time authorization through the Low Altitude Authorization and Notification Capability (LAANC), submitting a formal waiver, or coordinating directly with a facility by phone, understanding how and when to communicate with ATC can be the difference between a smooth, legal operation and a violation of the National Airspace System (NAS).
This article walks through the complete landscape of ATC communication as it applies to Part 107 remote pilots: the regulatory foundation, LAANC authorization procedures, phone coordination, and the specific communication expectations tied to waivers that allow operations beyond standard Part 107 limitations.
The Regulatory Foundation: Why Remote Pilots Must Coordinate with ATC
Under 14 CFR Part 107, a remote pilot in command (RPIC) must obtain either an airspace authorization or a waiver before operating a sUAS in Class B, C, D, or surface Class E airspace. This requirement exists because controlled airspace is managed by ATC to ensure the safe separation of all aircraft — manned and unmanned alike. ATC needs to know where UAS activity is occurring so that controllers can sequence manned traffic, issue advisories, and avoid conflicts at low altitudes near airports.
Part 107.41 specifically states that no person may operate a sUAS in Class B, C, or D airspace, or in Class E airspace designated for an airport surface area, without prior authorization from ATC. This is not a formality — it is a legal requirement with real enforcement consequences, including civil penalties and certificate action.
LAANC: The Primary Authorization Mechanism
The Low Altitude Authorization and Notification Capability (LAANC) is an automated system that provides near-instantaneous ATC authorization for sUAS operations at or below pre-established altitude ceilings in controlled airspace. LAANC is available at hundreds of airports across the United States and is accessed through FAA-approved third-party UAS service suppliers (USS), such as mobile apps designed for drone operators.
How LAANC Works in Practice
When you submit a LAANC request, the system checks your proposed operation against the UAS Facility Map (UASFM) for that airport. The UASFM displays the maximum altitudes at which the FAA has determined UAS operations can be automatically approved without disrupting manned aircraft operations. If your proposed altitude and location fall within an approved grid cell on the UASFM, you receive an automated authorization — often in seconds — without ever speaking to a controller directly.
However, LAANC authorization is not an invitation to operate without situational awareness. As an RPIC, you are still responsible for see-and-avoid duties, notifying the appropriate ATC facility if unexpected circumstances arise, and immediately landing if a manned aircraft conflict develops. Some LAANC authorizations also include specific conditions, such as operating only during daylight or maintaining a reduced ceiling in certain grid cells, and these must be followed exactly as stated in the authorization.
If your operation requires an altitude above the UASFM ceiling for a given grid cell, you cannot use LAANC automatic approval. Instead, you must apply for a further coordination or a Part 107 waiver, which involves a more detailed review and a longer processing timeline.
Phone Coordination with ATC Facilities
In situations where LAANC is not available, or where an operation falls outside LAANC parameters, remote pilots may coordinate directly with the controlling ATC facility by telephone. This is the method most analogous to what manned pilots do on the radio, translated into a pre-flight ground call.
When calling an ATC facility, the RPIC should be prepared to provide the following information clearly and concisely:
- Your name and remote pilot certificate number — so the controller can verify your credentials if needed.
- The specific location of your intended operation — including GPS coordinates, address, or a clear landmark reference and the distance and direction from the airport.
- The altitude you intend to operate — in feet AGL (above ground level) and, if applicable, MSL (mean sea level).
- The duration of the operation — start and end times in local and/or UTC (Zulu) time.
- The type and size of the sUAS — so the controller can assess the traffic impact.
- Any special conditions — for example, whether the aircraft will be hovering in place or conducting transect flights over a defined area.
Controllers appreciate brevity and precision. Just as a manned pilot does not launch into an unprepared, rambling initial call-up, a remote pilot should have all relevant details written down before placing the call. If the controller grants a verbal authorization, document it carefully — record the controller's name, the time, the facility, and any conditions. This documentation protects you if your authorization is ever questioned.
Waiver-Specific Communication Requirements
Part 107 allows the FAA to issue waivers to certain operational rules when an applicant demonstrates that the proposed operation can be conducted safely. Common waivable rules include operations over people (107.39), operations at night (107.29 — though night operations are now permitted under Part 107 with anti-collision lighting, making this less common), beyond visual line of sight (107.31), and operations from a moving vehicle (107.25).
When a waiver is granted, it arrives with a set of conditions and limitations that are legally binding on the RPIC. Many waivers include specific ATC communication requirements. For example, a beyond-visual-line-of-sight (BVLOS) waiver may require the RPIC to notify the local TRACON or ARTCC before each flight, provide a real-time position feed, and establish a dedicated communication link with ATC for the duration of the operation. Failing to comply with waiver-specified communication procedures is itself a regulatory violation, separate from and in addition to any airspace infringement.
Remote pilots holding waivers for operations in or near controlled airspace must read their waiver documents in detail. The waiver is effectively your operating certificate for that specific type of flight — its conditions are not suggestions.
Key Numbers and Rules
- 400 feet AGL — the standard maximum altitude for Part 107 sUAS operations in uncontrolled airspace; controlled airspace authorization may allow lower ceilings near airports.
- Class B, C, D, and surface Class E — the airspace classes requiring prior ATC authorization under Part 107.41.
- UASFM grids — altitude ceilings in each grid cell range from 0 feet (no automatic approval) to 400 feet AGL depending on proximity to and traffic density at the airport.
- Waiver processing time — the FAA recommends submitting waiver requests at least 90 days before the intended operation date, as complex operations may require significant review time.
- LAANC availability — LAANC does not cover all airports; remote pilots must check current LAANC coverage through approved USS apps before relying on it for authorization.
- Anti-collision lighting — required for night operations under Part 107; the light must be visible for at least 3 statute miles.
Why This Matters: Safety and Professionalism in the NAS
The NAS is a shared resource used by commercial airliners, general aviation pilots, military aircraft, and increasingly by unmanned systems. The communication procedures surrounding Part 107 operations are not bureaucratic hurdles — they are the mechanism by which ATC integrates UAS traffic into the broader flow of manned aviation. A remote pilot who secures proper authorization and communicates clearly and professionally with ATC contributes to a culture of mutual trust between the UAS industry and the aviation community.
Conversely, unauthorized operations in controlled airspace can force ATC to issue traffic alerts to manned aircraft, divert helicopters, or halt airport operations entirely — with real-world safety, economic, and legal consequences. Enforcement actions for unauthorized controlled airspace operations can include civil penalties and the suspension or revocation of Part 107 remote pilot certificates.
Common Test Traps
- Confusing authorization with notification. LAANC provides an authorization to operate in controlled airspace. Notification alone (simply telling ATC you plan to fly) is not sufficient — you must receive an actual authorization before flight.
- Assuming LAANC covers all airports. LAANC is not universally available. If an airport is not in the LAANC system, you must apply for authorization through DroneZone or by direct coordination with the controlling facility.
- Ignoring UASFM altitude ceilings. A LAANC authorization is only valid up to the ceiling shown on the UASFM for your specific grid cell. Operating above that ceiling — even by a few feet — without additional approval is unauthorized.
- Treating waiver conditions as optional. The conditions in a Part 107 waiver carry the same legal weight as the underlying regulations. A communication requirement listed in your waiver is mandatory, not advisory.
- Forgetting that authorization requirements apply at the surface. Class E airspace designated for an airport's surface area requires ATC authorization just like Class B, C, and D. Many students overlook surface-designated Class E because it is less visible on charts than the magenta circle of Class D.