What is standard ATC phraseology and why do Part 107 remote pilots need to know it?

Standard ATC phraseology is the structured, plain-English language defined in the Aeronautical Information Manual (AIM) that pilots and controllers use to communicate unambiguously over radio. Part 107 remote pilots are tested on this material in the FAA Unmanned Aircraft General – Small (UAG) knowledge test because they may need to coordinate with ATC when requesting LAANC authorizations, seeking waivers, or operating near towered airports. Even if a remote pilot never holds a handheld radio, understanding phraseology helps them interpret ATC instructions and respond appropriately when telephone or electronic coordination is required. Familiarity with ATC language also reduces errors if a situation arises where direct radio contact becomes necessary.

How do you request authorization to fly a drone in controlled airspace using proper ATC communication procedures?

For most Part 107 operations in controlled airspace, authorization is obtained electronically through the FAA's Low Altitude Authorization and Notification Capability (LAANC) system or through DroneZone rather than by direct radio call, but the request must convey the same essential information ATC needs: who you are, where you intend to operate, the altitude requested, and the duration of the flight. When telephone coordination with a facility is required, the AIM recommends using a concise, structured format similar to a radio call — identify yourself as a Part 107 remote pilot, state your location relative to a known landmark or in GPS coordinates, and clearly specify your operational ceiling and timeframe. Controllers may issue an authorization with specific conditions such as altitude caps or time windows, and you must comply with those instructions exactly as given. Keeping a written record of any verbal authorization, including the controller's name and the time of the call, is a best practice consistent with good aeronautical decision-making.

What's the difference between a clearance and an advisory in ATC phraseology, and does this distinction matter for drone pilots?

A clearance is an ATC authorization for a pilot to proceed under specified conditions and carries regulatory weight — deviating from a clearance without an amended authorization generally violates 14 CFR Part 91 (or Part 107 for UAS operations). An advisory, by contrast, is information provided by ATC to help a pilot make decisions, such as traffic or weather advisories, and does not constitute an instruction the pilot is legally required to follow. For Part 107 remote pilots, this distinction matters because if ATC grants an airspace authorization with specific conditions, those conditions function like a clearance and must be adhered to; failing to do so could violate 14 CFR 107.41, which prohibits UAS operations in controlled airspace without a proper authorization. Understanding this difference is tested on the FAA Unmanned Aircraft General – Small knowledge test and reflects the broader principle that remote pilots must be able to interact safely and legally with the National Airspace System.

Standard ATC Phraseology for Drone Pilots

Most small unmanned aircraft system (sUAS) operations never involve a live radio call. The drone flies within visual line of sight, the remote pilot holds a controller instead of a microphone, and the sky stays quiet. Yet the FAA Part 107 knowledge test consistently asks about ATC phraseology, and for good reason: the moment a remote pilot needs to operate near a towered airport, coordinate a waiver, or communicate with a manned-aircraft environment, the shared language of aviation becomes essential. Understanding standard phraseology also makes you a safer, more professional operator who genuinely comprehends the airspace system rather than simply memorizing rules.

This article covers the vocabulary, structure, and specific phrases the FAA expects a remote pilot to recognize, including how and when a drone operator might actually use them, and the exam traps that catch unprepared students.

The Purpose of Standard Phraseology

Aviation communication is deliberately standardized so that a pilot or controller anywhere in the National Airspace System (NAS) can instantly understand a transmission even under stress, in noisy cockpits, or through a scratchy radio signal. The Aeronautical Information Manual (AIM) is the primary source for phraseology standards. Words are chosen to be unambiguous: "wilco" (will comply) is not the same as "roger" (received and understood), and confusing them in a critical moment can lead to dangerous misunderstandings.

For a Part 107 remote pilot, familiarity with this language means you can listen to an ATIS broadcast and extract the essential airport information, understand what a controller is telling a manned aircraft whose flight path may cross your operating area, and speak intelligently with a Flight Service Specialist or TRACON controller when obtaining a phone-based airspace authorization or briefing.

The Phonetic Alphabet and Numbers

The ICAO phonetic alphabet is the backbone of all aviation communication. Every letter is replaced by a standard word to prevent confusion between similarly sounding letters like "B" and "D" or "M" and "N." Remote pilots are expected to know all 26 words:

A – Alpha, B – Bravo, C – Charlie, D – Delta, E – Echo
F – Foxtrot, G – Golf, H – Hotel, I – India, J – Juliet
K – Kilo, L – Lima, M – Mike, N – November, O – Oscar
P – Papa, Q – Quebec, R – Romeo, S – Sierra, T – Tango
U – Uniform, V – Victor, W – Whiskey, X – X-ray, Y – Yankee, Z – Zulu

Numbers are spoken digit by digit in most aviation contexts. An altitude of 3,500 feet is said as "three thousand five hundred" in normal conversation but "three-five-zero-zero" in formal ATC exchanges. The number 9 is spoken as "niner" to distinguish it from the German word for "no" (nein) in international operations. Frequencies are read digit by digit: 121.5 MHz is "one-two-one-point-five."

Key Vocabulary Every Remote Pilot Must Know

The AIM defines dozens of standard words and phrases. The following are the most commonly tested for the Part 107 exam:

Acknowledge: "Let me know that you have received and understood this message."
Affirm: Yes. (Not "affirmative" per current AIM preference, though both appear in use.)
Negative: No, or that is not correct.
Roger: I have received all of your last transmission. It does not mean "yes" or "I will comply."
Wilco: I have received your message, understand it, and will comply with it.
Say again: Repeat your last transmission. (Never say "repeat" on a radio in flight — it has artillery connotations that can cause confusion.)
Stand by: I must pause for a moment; I will get back to you. It is not an approval or denial.
Squawk: Set your transponder to the specified code. Remote pilots who operate sUAS equipped with ADS-B Out or Remote ID transponders need to understand squawk codes.
Traffic in sight: Used by a manned pilot to report they can see the traffic the controller called out — relevant context for a remote pilot listening to communications near their operating area.
Cleared: Authorized to proceed under the conditions specified. A clearance is not optional; it defines exactly what is permitted.
Hold short: Do not proceed past a specified point.
Go around: Abandon the approach or landing and climb away — critical to understand when operating near an airport surface.

ATIS and Pre-Flight Information

The Automatic Terminal Information Service (ATIS) is a continuous recorded broadcast at towered airports that contains essential current conditions: the active runway, altimeter setting, wind direction and speed, visibility, sky conditions, NOTAMs in effect, and any special procedures. Each new broadcast is assigned a successive letter from the phonetic alphabet ("Information Alpha," "Information Bravo," etc.) so that controllers can confirm a pilot has the current data by asking "have you got Information Charlie?"

A Part 107 remote pilot who plans to operate near a towered airport should listen to the ATIS — available on published frequencies and often via phone or internet — to understand the current traffic environment, active runway configuration, and any notices that might affect drone operations. The altimeter setting from the ATIS is also relevant for sUAS operators flying near the 400-foot AGL limit in controlled airspace, since understanding local pressure altitude helps ensure accurate height awareness.

How Remote Pilots Actually Interact with ATC

Under Part 107, operations in Class B, C, D, and surface Class E airspace require either an FAA airspace authorization through the LAANC (Low Altitude Authorization and Notification Capability) system or a manual waiver. For routine operations, LAANC provides near-real-time automated authorization and requires no radio contact. However, in some situations — operating above LAANC-approved altitudes, coordinating with a tower for a specific corridor, or conducting operations near an active runway — a phone call or radio contact with the relevant ATC facility may be required or strongly advisable.

When making that call or contact, the remote pilot should follow the same structured format used by manned pilots: who you are calling, who you are, where you are, what you want. For example: "Riverside Tower, this is remote pilot John Smith operating under Part 107, located at the industrial complex one mile northeast of the field, requesting coordination for sUAS operations at or below 200 feet AGL for the next two hours." Clear, concise, and structured — the controller immediately knows the relevant facts.

Transponder Phraseology and Remote ID

Controllers assign transponder codes using the word "squawk" followed by the four-digit octal code. There are several universally recognized codes: 7500 (hijacking), 7600 (lost communications), and 7700 (general emergency). These codes are tested on the Part 107 exam. While most small drones do not carry traditional transponders, the FAA's Remote ID rule (effective September 2023) functions as a digital identification broadcast — conceptually similar in purpose to a transponder. Understanding that these emergency codes exist and what they signal is required knowledge.

Key Numbers and Rules

The phonetic alphabet has 26 words, one per letter; all must be memorized.
The number 9 is always spoken as "niner" in aviation.
Emergency transponder codes: 7500 (hijack), 7600 (NORDO/lost comms), 7700 (emergency).
VFR aircraft not in contact with ATC squawk 1200 by convention.
ATIS information is updated whenever conditions change significantly or at least once per hour; each update gets the next letter in the phonetic alphabet.
"Roger" means only received — it does not mean "yes" or "I will comply."
"Wilco" means received and will comply — it already implies "roger," so saying "roger wilco" is technically redundant.

Common Test Traps

Roger vs. Wilco confusion: The FAA exam frequently presents a scenario where a controller gives an instruction and asks what the correct response word is. "Roger" acknowledges receipt only; "wilco" acknowledges receipt and confirms compliance. Many students mix these up.
"Say again" vs. "repeat": The correct phrase to ask for a retransmission is "say again." The word "repeat" is not standard ATC phraseology and can cause confusion; the exam tests whether you know the correct term.
Transponder code meanings: Students often mix up 7500, 7600, and 7700. A common exam question presents a scenario and asks which code applies. Associate 7500 with "hijack" (5 letters, first digit), 7600 with radio failure ("lost communications"), and 7700 with emergency (a general catch-all).
"Cleared" implies conditions: A clearance is not a blank check. Exam questions sometimes describe a clearance with specific conditions and then ask whether an additional action is permitted. The answer is almost always that only what is explicitly cleared is authorized.
ATIS phonetic letter sequence: The exam may ask how a pilot confirms current ATIS information with a controller. The answer involves stating the phonetic letter of the current information (e.g., "have Information Delta"), not reading back all the details.

Mastering ATC phraseology gives a Part 107 remote pilot more than exam points — it builds the situational awareness needed to operate confidently in shared airspace, communicate professionally with controllers and manned-aircraft pilots, and respond correctly in the rare but critical moments when precise language makes a real safety difference.