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It’s Actually 122.75
Prior to departure on a recent group cross country fly-out, we were discussing amongst ourselves what frequency everyone would use for air-to-air communications between aircraft during the trip. Several of us were departing from airports in close vicinity to one another, and had planned to meet up in the air and make the trek together. During the planning conversation, many different frequencies were offered as the frequency of choice, however, the group settled on 123.45. I had to admit that I had never heard of this particular frequency but those who proposed it were adamant that it was the right choice. And so we went on our merry way, gathered and had lunch, and then made the trek back to our respective bases.
After the trip, and as I often do when puzzled about something, I pondered whether that frequency was actually the correct one. I decided to do some research to determine if 123.45 is actually a frequency intended for air-to-air communications and, as it turns out, it is. But not in the context that you might think. In this short post, we’ll talk a little about some of the frequencies that were offered as an option during our trip and what they are actually intended for, to include 123.45, 122.90, 123.025, 123.30, and 123.50. We’ll also discuss what the Airman’s Information Manual (AIM) says is the frequency intended for domestic air-to-air communications (hint, it’s 122.75).
The Federal Communication Commission (FCC) has the responsibility and authority to set, amongst other things, the Very High Frequency (VHF) radio frequencies for stations and operations in the US, aviation included. Their legal authorities can be found in Title 47 of the Code of Federal Regulations (CFR). When you operate an aviation radio, whether mounted in your aircraft, a station on the ground, or a handheld, you are acting as a radio operator. For US certificated pilots, operating an aviation radio domestically, your pilot certificate serves as your radio operator certificate and no additional license is necessary (see 47 CFR 87.89(b) “Frequencies above 30 MHz not assigned for international use”). To operate an aviation radio while flying outside the US, you will need a Restricted Radiotelephone Operator Permit (License Code RR). This permit is issued by the FCC for a nominal fee and although it requires no formal training, it serves to document you as a registered operator of a VHF radio. I have read plenty of stories where officials checked this certificate on arrival to the destination country, so it’s not something to thumb your nose at. Although I haven’t needed it yet, I have already obtained my Restricted Radiotelephone Operator Permit, and I can tell you that the FCC website is a pain to navigate. It’s not straightforward at all and the litany of forms available compared to what you actually need to fill out can seem a bit daunting. But if you can get past that, the fee isn’t terribly expensive, especially in light of the fact that the permit never expires.
Part of being a radio operator, of course, is following all of the guidelines set forth for the legal operation of the radio. This includes using designated frequencies for their intended purpose and not, intentionally or unintentionally, appropriating them to something else. There are enforcement procedures the FCC can employ for those who stray outside the authorized procedures, so it’s wise to stay on their good side by complying with the regulations.
The FAA has catalogued the frequencies we will discuss below, and others, in Section 4-1-11 of the AIM (Designated UNICOM/MULTICOM Frequencies), which sets forth other frequency designations made by the FCC and their intended aviation purposes.
123.45 is designated for aircraft operating in an oceanic Flight Information Region (FIR). A FIR is an area of airspace for which flight information and alerting services are available, with the responsibility to monitor that frequency delegated to a controlling authority that borders that airspace. This frequency is also designated for flight test aircraft and land stations. If you key up on this frequency and spoil someone’s assigned testing period, there could be some ‘splainin to do.
Put simply, it’s reserved for something other than general domestic air-to-air communications, and shouldn’t be used within the borders of the US for that purpose. For some particular reason, it seems to be the frequency most cited by pilots as the one for air-to-air communication, and incorrectly at that.
A few of these other frequencies were tossed out by the group as possibilities, so we’ll briefly discuss them as well.
122.90 is designated as the MULTICOM frequency, reserved for airports without a designated UNICOM or tower frequency. It is also designated for “activities of a temporary, seasonal, emergency, or search and rescue nature.” In other words, don’t chat about your barbecue or your vacation plans on 122.90.
123.025 is reserved for helicopter air-to-air communications, and not fixed wing general aviation. Why there is a separate frequency for helicopters and fixed wing is anyone’s guess but that discussion is for another time.
123.30 and 123.50 are reserved aviation instruction, glider, or hot air balloon operations. With the limited information provided in the AIM, one might say that 123.30 and 123.50 is air-to-air for fixed wing general aviation, but I believe the intent is more for practice areas to allow aircraft operating within to make position announcements, thereby enhancing situational awareness and safety.
In the same section of the AIM as the other frequencies we mentioned above, we find that 122.75 is the only approved frequency designated for air-to-air communications for aircraft operating within the borders of the United States.
And even though this is the designated frequency for air-to-air communication, brevity and necessity must still be observed per the FCC (see 47 CFR 87.185(a)). This states that aircraft “must limit their communications to the necessities of safe, efficient, and economic operation of aircraft and the protection of life and property in the air, except as otherwise specifically provided in this part.” What that means specifically I will leave to your best judgment, but I wouldn’t recommend a full conversation on this frequency akin to one you’d have on the telephone. Since this is the only frequency designation for air-to-air, discretion is the better part of valor, and thinking before you key the mic is critical, as we all need to share this single designated number.
I’d like to wrap up this brief article by again referring to the AIM, section 4-1-11 (Designated UNICOM/MULTICOM Frequencies). This is the section you can reference if this question should come up in your group as you plan a fly-out, a formation flight, or some other activity for which air-to-air communication is necessary or desirable. It is incumbent on all of us to encourage one another to follow these regulations and doing so may prevent a radio conflict, or the creation of a life and safety issue. If you have more information, or some backstory on how these frequencies became designated the way they were, I’d love to hear from you. Drop me a line at Jeff@angryoctopusaviation.com.
Safe Flying,
Jeff
