AIM ¶ 11-8-2 — UAS ATC Coordination
AIM 11-8-2 explains how UAS pilots coordinate airspace access with ATC via LAANC, DroneZone, and COAs — not by radio. Study guide for pilot students.
In Plain English
AIM 11-8-2 clarifies how Unmanned Aircraft System (UAS) operators coordinate with Air Traffic Control (ATC) for airspace access. Unlike manned aircraft, sUAS pilots do not call ATC by radio or phone to request clearance. Instead, authorizations flow through formal processes:
- LAANC (Low Altitude Authorization and Notification Capability)
- DroneZone (FAA's online portal)
- CAPS and individual COAs (Certificates of Waiver or Authorization)
- LOAs (Letters of Agreement) and operational waivers
Any ATC services provided depend on the type of airspace authorization issued and its built-in mitigations and limitations.
Key takeaways for sUAS pilots:
- Do not contact ATC directly by radio or phone for airspace access.
- Using an aviation radio frequency as a Remote Pilot in Command (RPIC) may violate FCC rules.
- Larger UAS operating under IFR with positive ATC control are an exception.
- sUAS operators are encouraged (recommended, not required) to monitor the local CTAF near airports for situational awareness.
This guidance keeps UAS integration orderly and prevents radio congestion on manned-aircraft frequencies.
AIM Source Text
FAA AIM ¶ 11-8-211-8-2. 11-8-2. UAS Operations and Air Traffic Control (ATC)
Coordination and/or communication of airspace authorizations, between UAS pilots or operators and ATC, are handled within the airspace access processes (e.g., LAANC, DroneZone, CAPS). They are not coordinated extemporaneously and verbally between the UAS operator and ATC. Any requirements for coordination and/or communication between UAS operator and ATC will be contained in individual COAs, which may include operational waivers, development of LOAs, and through other application processes which allow access to controlled airspace. Any air traffic services provided to sUAS operations shall be based upon the type of airspace authorization issued, along with the mitigations and limitations included in that authorization. NOTE- Small UAS operators should not contact ATC directly by radio or telephone for purposes of airspace access. Also, the use of an aviation radio frequency by the RPIC of a sUAS may constitute a violation of Federal Communications Commission rules. Remote pilots of larger UAS—which are usually under positive control by ATC and flying under Instrument Flight Rules—are an exception to this guideline. Small UAS operators are encouraged to monitor local CTAF radio traffic when operating on or near an airport, for situational awareness.
Oral Exam Questions a DPE Might Ask
Q1How does a small UAS operator obtain authorization to fly in controlled airspace?
Per AIM 11-8-2, sUAS operators obtain airspace authorization through formal access processes such as LAANC, DroneZone, or CAPS, and through individual COAs, operational waivers, or LOAs — not by extemporaneous radio or telephone coordination with ATC.
Q2Can a small UAS Remote Pilot in Command call ATC on an aviation radio frequency to request airspace access?
No. Per AIM 11-8-2, small UAS operators should not contact ATC directly by radio or telephone for airspace access, and use of an aviation radio frequency by the RPIC of a sUAS may constitute a violation of FCC rules.
Q3What is recommended for sUAS operators flying on or near an airport?
Per AIM 11-8-2, small UAS operators are encouraged to monitor the local CTAF radio traffic for situational awareness when operating on or near an airport. This is a recommended practice, not a regulatory requirement.
Related Paragraphs in AIM Chapter 11