Airport Ops and Radio Comms for Part 107

Part 107 doesn't require a remote pilot to carry radio equipment or transmit on any frequency for a routine operation. It does expect the pilot to understand how manned traffic communicates around airports, because that understanding is what keeps a small UAS out of the way of aircraft the pilot may never see coming until it's close.

CTAF and UNICOM aren't the same thing, even when they share a frequency

The Common Traffic Advisory Frequency, or CTAF, is the frequency manned pilots use at airports without an operating control tower to self-announce position and intentions, entering the pattern, turning base, on final, so other pilots in the area know where everyone is without a controller directing traffic. UNICOM is an aeronautical advisory station, often operated by a fixed-base operator, that can provide airport advisories like active runway or known traffic, but it isn't air traffic control and can't issue clearances. At many small airports the CTAF and UNICOM frequency are the same number, which is exactly why candidates conflate the two functions; the frequency being shared doesn't make the service the same.

ATIS exists for a different reason

Automatic Terminal Information Service, ATIS, is a continuous recorded broadcast at busier towered airports carrying weather, the active runway, and relevant NOTAMs, so pilots and controllers don't have to repeat that information on every single radio call. It's informational, not a two-way exchange, and it's aimed at reducing frequency congestion at airports with real traffic volume, not at giving directions to any specific aircraft.

Traffic patterns and markings are about predicting where manned aircraft go next

Manned aircraft fly a standard rectangular traffic pattern around most airports, typically with left turns unless local procedures specify otherwise, and runway markings and signage (numbers, threshold markings, hold-short lines) exist to keep aircraft oriented on the ground and in the pattern. A remote pilot who understands the pattern shape and direction can anticipate where a manned aircraft is likely to be next, which matters directly for staying out of the way near an airport under 14 CFR §107.43.

Security areas and wildlife are part of the same knowledge area, for a reason

Security Identification Display Areas, SIDA, are secured zones at certain airports requiring specific credentials, relevant to a remote pilot who might otherwise assume any nearby open ground is fair operating space. Bird and wildlife hazards, and the expectation to report a collision between an aircraft and wildlife, round out this knowledge area: airports are shared operating environments with their own hazards that have nothing to do with airspace class or authorization at all.

Full task detail and drills for this area are in the handbook.