The phrases
Arrival, phrase by phrase
Answering Are You Going Around
The controller asks this when your approach looks unstable, when you are drifting off the guidance, or when they need to know quickly whether the runway will be used. Answer in three words or fewer, because they are deciding what to do with the traffic behind you.
Pilot
GOING AROUND, [Callsign] / NEGATIVE, CONTINUING, [Callsign]
ATC
[Callsign], ARE YOU GOING AROUND
ATC
VT-AIR, are you going around
Pilot
Negative, continuing, VT-AIR
- Answer at once. A pause here is read by the controller as a go-around and they will start moving the other traffic.
- If you do go around, fly the published missed approach unless ATC gives you something else.
- The question is not an instruction. The commander decides, and either answer is acceptable if it is the right one for the aircraft.
Reference: ICAO Doc 9432
Approach Clearance
Use this clearance when the aircraft is on the published approach or is about to intercept it. The pilot may follow the procedure's descent profile, subject to the assigned level and minimum altitudes, and no longer has to maintain a radar vector.
Pilot
[approach read-back] [callsign]
ATC
[callsign] CLEARED [approach type] RUNWAY [runway number]
ATC
IndiGo 5231, Chennai Approach, descend flight level one hundred, cleared ILS approach runway zero seven, report established
Pilot
Descend flight level one hundred, cleared ILS approach runway zero seven, wilco, IndiGo 5231
- In the read-back, include "CLEARED", identify the approach as ILS, and state the assigned runway.
- Unless otherwise cleared, maintain the assigned level until established on the localiser and glide path, while observing all procedure minimums.
Reference: ICAO Doc 9432
Approach vectors and approach clearance
During radar vectoring and receipt of the instrument approach clearance.
Pilot
[unit], [callsign], [position or established report], [level].
ATC
[callsign], turn [direction] heading [heading], descend [altitude], cleared [approach type] approach runway [runway].
Pilot
Mumbai Approach, Skyline 345, passing six thousand feet, descending four thousand feet.
ATC
Skyline 345, turn right heading one two zero, descend three thousand feet, cleared ILS approach runway two seven.
Pilot
Right heading one two zero, descend three thousand feet, cleared ILS approach runway two seven, Skyline 345.
Pilot
Skyline 345, established localiser runway two seven.
ATC
Skyline 345, continue approach.
- Read back heading, altitude, approach type and runway before flying the clearance.
- An approach clearance authorizes the named approach. It does not itself authorize landing.
- Report established on the localiser or final approach course when instructed.
Reference: ICAO Doc 9432, 4.6 to 4.7
Braking Action Report
After landing on a wet or contaminated runway, report the braking action you experienced. The controller passes it straight to the traffic behind you, so it is one of the few reports that directly protects another aircraft. Use one of the six words of the ICAO Global Reporting Format, nothing else.
Pilot
[Station], [Callsign], BRAKING ACTION [term] RUNWAY [number]
ATC
[Callsign], ROGER, BRAKING ACTION [term]
Pilot
Delhi Tower, VT-AIR, braking action poor runway 28
ATC
VT-AIR, roger, braking action poor
- Use the six ICAO Global Reporting Format words and no others: GOOD, GOOD TO MEDIUM, MEDIUM, MEDIUM TO POOR, POOR, LESS THAN POOR. India applies the Global Reporting Format along with the rest of the world from 4 November 2021, so this is the set to learn and the set to quote in the exam.
- The old three word set of GOOD, MEDIUM and POOR is what pre 2021 books and older Indian material teach. It is out of date. FAIR and NIL were never correct and are gone from the current format as well.
- Report the runway as well as the term. Braking on one runway says nothing about the other.
- Report it early enough for the aircraft behind you to use it. A report given at the stand is too late to be of any use.
- Source: ICAO Doc 4444 PANS-ATM, Chapter 4 and Chapter 12 special air-report phraseology, together with ICAO Annex 14 Volume I and ICAO Doc 9981 PANS-Aerodromes, which define the runway condition report and the braking action terms.
Reference: ICAO Doc 9432; ICAO Doc 4444 Chapter 12; ICAO Doc 9981 (Global Reporting Format)
Circuit Sequence Number
Tower gives you a sequence number and describes the traffic you are following. Your answer repeats the number and says whether you have that traffic in sight, because the sequence only works if you are following the right aeroplane.
Pilot
NUMBER [number], TRAFFIC IN SIGHT, [Callsign]
ATC
[Callsign], NUMBER [number], TRAFFIC [type] ON A [distance] MILE FINAL
ATC
VT-AIR, number 2, traffic Cessna 172 on a 2 mile final
Pilot
Number 2, traffic in sight, VT-AIR
- Repeat the number. It is how the controller knows you have the same picture of the sequence that they do.
- Do not report the traffic in sight until you have found the aircraft they described. If you cannot, say NUMBER 2, NEGATIVE CONTACT and let the controller sort out the spacing.
- Following the wrong aircraft is a classic circuit accident. Match the type and the position, not just the fact that something is ahead of you.
Reference: ICAO Doc 9432
Circuit Traffic Position Reports
During circuit operations, pilots advise the controller when established downwind, on base, and on final. These standardized calls allow ATC to identify each aircraft's location, arrange the landing order, and provide clearance only when the traffic situation permits. A controller may acknowledge the report, state the aircraft's sequence, or instruct when to make the next call.
Pilot
[station], [callsign], DOWNWIND, [left/right] HAND CIRCUIT, RUNWAY [number]
ATC
[callsign], ROGER, NUMBER [sequence], REPORT [position]
Pilot
Jaipur Tower, VT-KRA, downwind runway two six, left hand circuit.
ATC
VT-KRA, number one, report base.
Pilot
Number one, wilco, VT-KRA.
Pilot
Jaipur Tower, VT-KRA, base runway two six.
Pilot
Jaipur Tower, VT-KRA, final runway two six.
ATC
VT-KRA, runway two six, wind two five zero degrees eight knots, cleared to land.
Pilot
Runway two six, cleared to land, VT-KRA.
four. Final call with traffic still on the runway
Pilot
Jaipur Tower, VT-KRA, final runway two six.
ATC
VT-KRA, continue approach, Boeing 737 landing ahead.
Pilot
Continue approach, VT-KRA.
- Position calls are normally made on the downwind, base and final legs while the aircraft remains in the circuit. They give the controller a continuing picture of the traffic sequence and support safe separation and landing instructions.
- The joining or downwind transmission names the runway and states whether the pattern is left hand or right hand. After that initial detail, a base or final call normally needs only the aircraft identity, circuit leg and runway.
- A statement of NUMBER ONE places the aircraft first for landing. If the controller adds REPORT BASE or REPORT FINAL, the pilot receives both the present sequence and the next point at which a call is expected.
- WILCO on its own is the full answer to REPORT BASE or REPORT FINAL: it says the instruction is understood and will be done.
- A landing clearance is normally issued only once the aircraft is established on final and conflicting traffic has cleared. It identifies the runway and contains CLEARED TO LAND; the final position report itself is not permission to land.
- The clearance also passes the current surface wind to the flight crew for the approach and landing. Wind information need not be repeated during the landing-clearance readback, but a reported change must be taken into account.
- CONTINUE APPROACH is used when the aircraft may proceed toward the runway but landing clearance must wait. TRAFFIC LANDING AHEAD identifies the preceding aircraft, yet the pilot must still await explicit permission to land.
- During a landing-clearance readback, the pilot must repeat both the runway designator and CLEARED TO LAND. Surface wind is not a required readback item.
Reference: ICAO Doc 9432
Continue Approach
CONTINUE APPROACH lets you keep coming while the controller waits for the runway to clear. It is a holding phrase, not a clearance, and you still need a landing clearance before you reach the threshold.
ATC
[Callsign], CONTINUE APPROACH
ATC
VT-AIR, continue approach
ATC
VT-AIR, runway 28, cleared to land
Pilot
Runway 28, cleared to land, VT-AIR
- CONTINUE APPROACH is never a landing clearance. Landing on it is the single most tested trap in this part of the syllabus.
- Have a go-around point in mind. If no landing clearance has arrived by then, ask once and go around if it still has not.
- WILCO is the right answer because you are being asked to do something, not simply told a fact.
Reference: ICAO Doc 9432
Extend Downwind
Tower asks you to fly further downwind to make room for traffic on a longer final. You acknowledge with the instruction, your sequence number and whether you have the traffic, and you report turning base when you do.
Pilot
EXTENDING DOWNWIND, NUMBER [number], [traffic type] IN SIGHT, [Callsign]
ATC
[Callsign], EXTEND DOWNWIND, NUMBER [number], TRAFFIC [type] ON A [distance] MILE FINAL
ATC
VT-AIR, extend downwind, number 2, traffic Boeing 737 on a 4 mile final
Pilot
Extending downwind number 2, Boeing 737 in sight, VT-AIR
Pilot
VT-AIR, turning base
ATC
VT-AIR, roger, report final
- Keep the runway in sight while you extend. An extended downwind at a busy aerodrome is where students lose the field and end up outside the circuit.
- Report turning base without being asked. The controller is waiting for that call to release the runway to you.
- Watch the fuel and the airspace boundary. If the extension is taking you somewhere you should not go, say UNABLE and ask to orbit instead.
Reference: ICAO Doc 9432
Final call, landing clearance and vacating
On long final or final, after landing, and when clearing the runway.
Pilot
[callsign], final runway [runway].
ATC
[callsign], runway [runway], cleared to land[wind]. [instruction after landing].
Pilot
Goa Tower, Skyline 345, final runway two six.
ATC
Skyline 345, runway two six, cleared to land, wind two seven zero degrees one zero knots.
Pilot
Runway two six, cleared to land, Skyline 345.
ATC
Skyline 345, vacate right, contact Ground one two one decimal seven.
Pilot
Vacate right, contact Ground one two one decimal seven, Skyline 345.
- Make a LONG FINAL report about eight nautical miles out on a straight-in approach, otherwise FINAL within about four nautical miles.
- Do not land without an explicit CLEARED TO LAND instruction for the runway in use.
- The runway is vacated only when the entire aircraft is beyond the relevant holding position. Report RUNWAY VACATED when asked or when local procedure requires it.
Reference: ICAO Doc 9432, 4.7
Fix Outbound Report
On a procedural approach you report passing the beacon or fix outbound, so the controller knows which part of the procedure you are flying without seeing you on radar.
Pilot
[Station], [Callsign], [fix] OUTBOUND
ATC
[Callsign], ROGER, REPORT PROCEDURE TURN INBOUND
Pilot
Hyderabad Tower, VT-AIR, Hyderabad NDB outbound
ATC
VT-AIR, roger, report procedure turn inbound
Pilot
Will report procedure turn inbound, VT-AIR
- Name the fix. OUTBOUND on its own does not tell a procedural controller which leg you are on.
- The next report is normally procedure turn inbound or base turn complete. Read back which report has been asked for.
- These reports are what the separation is built on when there is no radar, so a late report costs the controller a real margin.
Reference: ICAO Doc 9432
Go-Around
Use a go-around when the approach cannot be completed safely, either on the pilot's decision or following an ATC instruction. Typical causes include an unstable approach, occupied runway, wake turbulence, windshear, and birds or other wildlife. Make the announcement immediately and keep it brief.
Pilot
[station], [callsign], GOING AROUND
ATC
[callsign], ROGER, CLIMB [altitude], FLY HEADING [heading], [further instructions]
Pilot
Chennai Tower, IndiGo 5231, going around
ATC
IndiGo 5231, roger, climb three thousand feet, fly heading zero seven zero, expect radar vectors for ILS approach runway zero seven
Pilot
Climb three thousand feet, heading zero seven zero, IndiGo 5231
- Make the announcement without delay, even before the aircraft begins climbing. The first transmission is: "[station], [callsign], GOING AROUND." Leave out the reason unless ATC asks for it.
- During the missed-approach climb, follow all headings, levels and routes issued by ATC. Repeat the clearance accurately and end with the aircraft callsign.
Reference: ICAO Doc 9432
Initial Contact - Joining Circuit
An inbound aircraft uses this call before entering the circuit at a controlled aerodrome. Pass distance and direction from the airport, present altitude and inbound status, then request joining instructions. ATC assigns a joining position, normally overhead, downwind or base leg, and provides runway, circuit direction, QNH and landing sequence. The instruction should account for traffic already circulating and allow adequate separation.
Pilot
[station], [callsign], INBOUND, [distance] MILES [direction] OF [aerodrome], [altitude] FEET, REQUEST JOINING INSTRUCTIONS
ATC
[callsign], [station], JOIN [position] RUNWAY [number], [left/right] HAND CIRCUIT, MAINTAIN [altitude] FEET, QNH [value], NUMBER [sequence]
Pilot
Chennai Tower, Air India 447, inbound, two five miles east north east of Chennai, four thousand feet, request joining instructions.
ATC
Air India 447, Chennai Tower, join overhead runway two five, left hand circuit, maintain one thousand feet, QNH one zero zero seven, number one.
Pilot
Join overhead runway two five, left hand circuit, maintain one thousand feet, QNH one zero zero seven, number one, Air India 447
Pilot
Chennai Tower, Air India 447, inbound, one eight miles south east of Chennai, three thousand five hundred feet, request joining instructions.
ATC
Air India 447, Chennai Tower, join downwind runway two five, left hand circuit, maintain one thousand feet, QNH one zero zero seven, number two, follow the Airbus A320 on the base leg.
Pilot
Join downwind runway two five, left hand circuit, maintain one thousand feet, QNH one zero zero seven, number two, follow the Airbus A320 on the base leg, Air India 447
Pilot
Chennai Tower, Air India 447, inbound, one two miles east south east of Chennai, two thousand feet, request joining instructions.
ATC
Air India 447, Chennai Tower, join base leg runway two five, left hand circuit, maintain one thousand feet, QNH one zero zero seven, number three.
Pilot
Join base leg runway two five, left hand circuit, maintain one thousand feet, QNH one zero zero seven, number three, Air India 447
- Air India 447 is a commercial airline callsign. Transmit the airline name, then give each digit separately, four four seven. This differs from a registration-based callsign, which is spoken through a phonetic alphabet.
- During first contact, pass your location by distance and bearing, present altitude and inbound status. The controller can then select a joining point and issue a suitable landing sequence.
- Use the standard request REQUEST JOINING INSTRUCTIONS when first contacting the appropriate approach or tower unit while inbound. The controller will assign a joining point and provide the runway, circuit, pressure-setting and sequence details needed for entry.
- The joining point is selected according to the aircraft's location, runway in use, wind, visibility and traffic already in the pattern. The assignment should permit the aircraft to enter and maintain the required separation.
- LEFT HAND CIRCUIT or RIGHT HAND CIRCUIT must be included in the joining clearance. The direction depends on the active runway, local procedure, wind and traffic; never infer it solely from the runway number.
- Maintain the altitude stated by ATC. This is often one thousand feet above aerodrome level, but no single height applies everywhere. Follow published circuit rules and the individual clearance, and repeat the assigned altitude in the readback.
- Set the aircraft altimeter to the QNH passed with the clearance. Confirm the complete four-digit value in the readback, since an incorrect setting can place the aircraft at the wrong circuit height.
- NUMBER ONE and NUMBER TWO indicate the aircraft's order for landing. If told to follow traffic, keep the preceding aircraft in view and maintain separation; report immediately if it is no longer visible.
- A complete readback repeats the joining point, runway, circuit direction, any assigned circuit altitude, QNH and sequence number. If the controller omitted the altitude, ask for it rather than assuming a height.
Reference: ICAO Doc 9432
Initial Contact with Approach
Make this initial call after an arrival is handed over from en route control to an approach sector. Give your position, current flight level and the code letter from the ATIS you copied. The code tells the controller that you already hold the active runway, weather and QNH details.
Pilot
[station], [callsign], [position], [level], INFORMATION [atis code]
ATC
[callsign], [station], DESCEND [level], EXPECT [approach]
Pilot
Chennai Approach, IndiGo 5231, two zero miles northwest of Chennai, flight level one two five descending, INFORMATION Bravo
ATC
IndiGo 5231, Chennai Approach, DESCEND flight level one hundred, EXPECT ILS runway two five
Pilot
DESCEND flight level one hundred, EXPECT ILS runway two five, IndiGo 5231
- Include the ATIS code in the opening transmission. It tells the controller that the active runway, weather and QNH have already been provided, so they need not be repeated.
- If a new ATIS was issued after your copy, quote its code instead. The controller will pass only the information that has changed.
Reference: ICAO Doc 9432
Landing Clearance
Tower provides this clear authority to land on the runway assigned for the operation, normally once the aircraft is on final and the runway is clear. Wind details allow the flight crew to confirm that the runway remains suitable.
Pilot
RUNWAY [number] CLEARED TO LAND, [callsign]
ATC
[callsign], [wind], RUNWAY [number], CLEARED TO LAND
ATC
Air India 447, Lucknow Tower, wind zero nine zero degrees five knots, runway zero nine, cleared to land
Pilot
Runway zero nine cleared to land, Air India 447
- If you are close to the runway and still have no landing clearance, ask for it. With no clearance by the lowest point your procedures allow, go around; never land without one.
- The readback must contain both CLEARED TO LAND and the assigned runway. Do not compress the response into wording that leaves out either element.
Reference: ICAO Doc 9432
Low Pass and Low Approach
A low pass is a run along the runway at low height so the tower can look at your aircraft, typically after an unsafe gear indication. A low approach is an instrument approach flown to minima and then discontinued, which is how instrument training is flown without landing. Ask for the one you actually want.
Pilot
[Station], [Callsign], REQUEST LOW PASS RUNWAY [number], [reason] / REQUEST LOW APPROACH RUNWAY [number] FOR TRAINING
ATC
[Callsign], CLEARED LOW PASS RUNWAY [number], [height] / [Callsign], CLEARED LOW APPROACH RUNWAY [number]
Pilot
Delhi Tower, VT-AIR, request low pass runway 28 for unsafe left gear indication
ATC
VT-AIR, cleared low pass runway 28, 200 feet, will inspect
Pilot
Cleared low pass runway 28 at 200 feet, VT-AIR
Pilot
Aligarh Tower, VT-INS, request low approach runway 27 for training
ATC
VT-INS, cleared low approach runway 27
Pilot
Cleared low approach runway 27, VT-INS
- Give the reason with the request. An unsafe gear indication and a training exercise get very different handling, and the tower needs to know whether to call out the fire service.
- Read back the runway and, for a low pass, the height you were given.
- If the reason is a suspected unsafe configuration, declare PAN PAN first. The low pass is part of handling the problem, not a substitute for reporting it.
- Neither clearance is a landing clearance. Plan the go-around before you start the run.
Reference: ICAO Doc 9432
Missed Approach (Published Procedure)
Apply the published missed approach when an instrument approach cannot be completed, often because visual reference is unavailable or the runway is occupied. It is not the same as a discretionary go-around begun at a low point near the threshold. ATC may substitute radar vectors for the charted track.
Pilot
[station], [callsign], MISSED APPROACH
ATC
[callsign], ROGER, [missed approach procedure or radar vectors], CLIMB [altitude], CONTACT [station] [frequency]
Pilot
Hyderabad Tower, Vistara 815, missed approach
ATC
Vistara 815, ROGER, turn left heading two four zero, climb five thousand feet, contact Hyderabad Approach one two zero decimal three
Pilot
Turn left heading two four zero, climb five thousand feet, contact Hyderabad Approach one two zero decimal three, Vistara 815
- Once an instrument approach has been cleared, the charted missed-approach track and altitude apply if continuation becomes impossible. They are shown in the AIP and on the approach chart, unless ATC gives alternative instructions.
- Controllers sometimes assign radar vectors for traffic spacing. The vectored route replaces the published track from the point stated until the aircraft rejoins it or receives a further clearance.
- After establishing the missed-approach climb, inform ATC of the next plan, such as another approach, a hold, or diversion.
Reference: ICAO Doc 9432
Orbit in the Circuit
Tower asks you to orbit at your present position when they need spacing but do not want you to leave the circuit area. You hold your altitude, you turn the way you were told, and you report when you are back on the circuit leg.
Pilot
ORBITING [RIGHT or LEFT], WILCO, [Callsign]
ATC
[Callsign], ORBIT [RIGHT or LEFT] AT PRESENT POSITION FOR SPACING
ATC
VT-AIR, orbit right at present position for spacing
Pilot
Orbiting right, wilco, VT-AIR
Pilot
VT-AIR, orbit complete, downwind
ATC
VT-AIR, roger, number 2, report base
- Read back the direction. An orbit the wrong way inside a circuit takes you across the traffic the orbit was meant to space you from.
- Hold the circuit altitude through the whole turn. Losing height in the orbit puts you under the traffic on final.
- Stay inside the circuit area. If terrain, cloud or an obstruction makes the assigned direction unsafe, say UNABLE and offer the other direction.
Reference: ICAO Doc 9432
Radar Vectors
A controller uses radar vectors to turn an arriving aircraft onto the final approach track. The crew must confirm each assigned heading, altitude and speed condition in the stated sequence.
Pilot
[clearance readback] [callsign]
ATC
[callsign] TURN LEFT/RIGHT HEADING [heading], [altitude / speed]
ATC
IndiGo 5231, Hyderabad Radar, turn right heading one six zero, descend three thousand feet, reduce speed one eight zero knots
Pilot
Right heading one six zero, descend three thousand feet, reduce speed one eight zero knots, IndiGo 5231
- Repeat heading, altitude and speed instructions in precisely the order in which the controller issued them.
- If a commanded speed reduction conflicts with the descent needed, alert the controller at once.
Reference: ICAO Doc 9432
Report Aerodrome in Sight/Not in Sight
This exchange applies when a controller asks an arriving aircraft to notify it after visually identifying the aerodrome. The request is common when the crew is still several miles away or visibility is restricted. After the aerodrome comes into view, the pilot makes the requested report and normally receives a visual circuit joining clearance. If the runway environment remains unseen at the expected point, the crew reports AERODROME NOT IN SIGHT and follows any revised guidance.
Pilot
[station], [callsign], [distance] MILES [direction] OF [aerodrome], [altitude] FEET, INBOUND
ATC
[callsign] [station], ROGER, REPORT AERODROME IN SIGHT, QNH [value]
One, On Chennai Approach frequency one two four decimal seven, the controller asks IndiGo 5231 to REPORT AERODROME IN SIGHT.
Pilot
Chennai Approach, IndiGo 5231, one eight miles northeast of Chennai, three thousand feet, inbound.
ATC
IndiGo 5231, Chennai Approach, roger, report aerodrome in sight, QNH one zero zero nine.
Pilot
Report aerodrome in sight, QNH one zero zero nine, wilco, IndiGo 5231
Two, Visual reference is established and IndiGo 5231 passes the requested report.
Pilot
Chennai Approach, IndiGo 5231, aerodrome in sight.
ATC
IndiGo 5231, Chennai Approach, join right hand downwind runway two five, descend two thousand feet, number two.
Pilot
Join right hand downwind runway two five, descend two thousand feet, number two, IndiGo 5231
Three, On a separate flight, SpiceJet 318 still lacks visual reference at the expected point.
Pilot
Chennai Approach, SpiceJet 318, aerodrome not in sight, one zero miles northeast of Chennai, three thousand feet, inbound.
ATC
SpiceJet 318, Chennai Approach, roger, continue inbound and report aerodrome in sight.
Pilot
Continue inbound and report aerodrome in sight, wilco, SpiceJet 318
- ATC uses this request for an arrival that has not yet obtained visual reference to the aerodrome, often because of poor visibility or because the aircraft remains some distance away. The controller normally waits for confirmation before assigning a visual circuit entry.
- WILCO is the suitable response to an instruction requiring a later report. It confirms that the crew has understood the request and will advise ATC when visual contact is established.
- The words AERODROME IN SIGHT should be transmitted promptly after visual reference is established. Keep the report brief; ATC relies on it to decide when joining advice can be provided and to arrange the sequence of arriving traffic.
- Following the positive report, ATC may combine the runway, circuit direction, joining point, altitude and landing sequence in one clearance. The QNH supplied during the initial exchange is not normally repeated for the join.
- If visual reference has not been obtained at the expected point, transmit AERODROME NOT IN SIGHT immediately. Further guidance may include maintaining the inbound track and again asking for a report once visual reference is obtained.
- Where visual acquisition is delayed, radar vectors or an instrument approach may be needed instead of a visual circuit join. The crew should maintain the existing clearance until ATC provides a suitable alternative.
- For the DGCA exam, keep the two pieces apart: ATC first asks for the report, and the pilot sends AERODROME IN SIGHT later, only when it is true. The request is not itself a report.
Reference: ICAO Doc 9432
Report Established on the Localiser
Report established once the aircraft is settled on the final approach course, which normally means within half scale deflection and tracking the inbound course. This is the report that releases you from vectors onto the procedure.
Pilot
ESTABLISHED LOCALISER, [Callsign]
ATC
[Callsign], CONTACT TOWER [frequency]
Pilot
Established localiser, VT-AIR
ATC
VT-AIR, contact Tower 118.1
- Half scale deflection and the correct intercept geometry is the working definition of established. Reporting established while still swinging through the course is a common exam fail.
- Do not start the descent on the procedure until you are actually established and cleared for the approach.
- On a procedure without a localiser the equivalent report names the aid, for example ESTABLISHED ON THE VOR RADIAL or ESTABLISHED INBOUND.
Reference: ICAO Doc 9432
Report Outer Marker
Report at the outer marker or the equivalent final approach fix. At most aerodromes this is the point where the landing clearance is issued, so it is the call that triggers the clearance.
Pilot
[Station], [Callsign], OUTER MARKER
ATC
[Callsign], WIND [direction] DEGREES [speed] KNOTS, RUNWAY [number], CLEARED TO LAND
Pilot
Mumbai Tower, VT-AIR, outer marker
ATC
VT-AIR, wind 270 degrees 8 knots, runway 27 cleared to land
Pilot
Runway 27 cleared to land, VT-AIR
- If no landing clearance has arrived by about 4 miles, ask for it. Do not continue in the hope that it will come.
- The runway number and CLEARED TO LAND are read-back items. The wind is information.
- Many aerodromes now use a distance fix instead of a marker beacon. The report becomes the fix name or the DME distance, but its purpose is the same.
Reference: ICAO Doc 9432
Request Delay Information
Ask what the delay is when you are being held or vectored and you need a number to plan fuel against. The answer is what you compare with your holding fuel and your diversion fuel.
Pilot
[Station], [Callsign], WHAT IS THE DELAY
ATC
[Callsign], EXPECT [number] MINUTES DELAY
Pilot
Delhi Approach, VT-AIR, what is the delay
ATC
VT-AIR, expect 20 minutes delay
Pilot
Roger, 20 minutes delay, VT-AIR
- Ask early. A delay figure is only useful while you still have the fuel to act on it.
- Work the answer against your fuel before you accept it. If twenty minutes of holding leaves you without diversion fuel, say so in the same conversation.
- NO DELAY is a valid answer and it means you can expect the approach without holding.
Reference: ICAO Doc 9432
Request Extended Holding
Ask for extended holding when you are already in a hold and you want to keep waiting rather than divert, usually because the weather at the destination is expected to lift. Say why, and be ready to talk about fuel.
Pilot
[Station], [Callsign], REQUEST EXTENDED HOLDING [reason]
ATC
[Callsign], EXTENDED HOLDING APPROVED, EXPECT FURTHER CLEARANCE [time]
Pilot
Mumbai Approach, VT-AIR, request extended holding for weather
ATC
VT-AIR, extended holding approved, expect further clearance at 1145
Pilot
Extended holding approved, expect further clearance 1145, VT-AIR
- Read back the expected further clearance time. That time is your decision point, and the controller expects you to be planning around it.
- Work out your diversion fuel before you ask, not after the answer. Holding until you can no longer reach the alternate turns a routine request into a MAYDAY FUEL call.
- Tell the controller your endurance in the same call if fuel is the limiting factor. It changes how they sequence you.
Reference: ICAO Doc 9432
Request ILS Approach - Vectors to Localiser and Landing Clearance
Use this sequence when an arriving aircraft needs an ILS clearance for a selected runway. The pilot contacts Approach Control, gives position and altitude, states the direction of arrival, and asks for the ILS. ATC supplies QNH, any required frequency, altitude instructions, and radar vectors that lead to the localiser. After localiser and glideslope capture, the pilot reports established, contacts Tower, and receives the landing clearance.
Pilot
[station], [callsign], INBOUND, [distance] MILES [direction], [altitude] FEET, REQUEST ILS APPROACH RUNWAY [number]
ATC
[callsign], [station], ROGER, QNH [value], DESCEND [altitude] FEET, SQUAWK [code], EXPECT ILS APPROACH RUNWAY [number] AND VECTORS TO THE LOCALISER
First, opening call to obtain the ILS
Pilot
Hyderabad Approach, Air India 447, inbound, two four miles northwest, six thousand feet, request ILS approach runway zero nine right.
ATC
Air India 447, Hyderabad Approach, roger, QNH one zero zero six, descend four thousand feet, squawk two four six seven, expect ILS approach runway zero nine right and vectors to the localiser.
Pilot
Runway zero nine right, QNH one zero zero six, descend four thousand feet, squawk two four six seven, Air India 447.
Second, radar guidance toward the localiser
ATC
Air India 447, Hyderabad Approach, ILS localiser frequency one zero nine decimal nine, runway zero nine right. Turn right heading one five zero and descend three thousand feet.
Pilot
One zero nine decimal nine, right heading one five zero, descend three thousand feet, Air India 447.
Third, localiser capture and handover to Tower
ATC
Air India 447, Hyderabad Approach, cleared ILS approach runway zero nine right, turn left heading zero nine zero, intercept localiser.
Pilot
Cleared ILS approach runway zero nine right, left heading zero nine zero, intercept localiser. Air India 447.
Pilot
Hyderabad Approach, Air India 447, established ILS runway zero nine right.
ATC
Air India 447, Hyderabad Approach, roger, contact Hyderabad Tower one one eight decimal five.
Pilot
Tower one one eight decimal five, Air India 447.
Fourth, Tower arrival and clearance to land
Pilot
Hyderabad Tower, Air India 447, ILS runway zero nine right, established.
ATC
Air India 447, Hyderabad Tower, runway zero nine right, wind zero nine zero degrees eight knots, cleared to land.
Pilot
Runway zero nine right, cleared to land, Air India 447.
- Make the approach request to Approach Control rather than Tower. Radar vectors are used as needed to align the aircraft with the localiser. After capture of the localiser and glideslope, the aircraft is normally passed to Tower, which then issues the landing clearance.
- EXPECT VECTORS TO THE LOCALISER means radar guidance will be supplied to align the aircraft with the final approach course. Until cleared to intercept, the pilot must continue to follow the published arrival or approach routing. The localiser and glideslope require continuous monitoring after capture.
- The assigned four-digit transponder code gives the aircraft a separate identity on the ATC display. The pilot enters those digits in the transponder and repeats them in the clearance readback, because an incorrect code can prevent reliable radar identification.
- The runway and frequency pairing tells the crew which ILS source to select. Before tuning the receiver, compare the frequency with the current approach chart. Also verify that the displayed course information corresponds to the runway named in the clearance.
- CLEARED ILS APPROACH RUNWAY [number] is the authorisation to conduct and continue the specified approach. The localiser provides lateral guidance, the glideslope provides vertical guidance, and continuous monitoring remains necessary.
- ESTABLISHED ILS RUNWAY [number] confirms that the localiser and glideslope have both been captured and are being tracked correctly. The report alerts Approach Control that normal handover to Tower can follow.
- During the Tower call, identify the aircraft, name the runway, and state that the ILS is established. This compact report gives the controller the arrival details needed before a landing clearance is issued.
- Repeat the runway designator together with CLEARED TO LAND. Wind information is not included in the readback, but the crew should receive it and use it when planning the landing or a go-around.
Reference: ICAO Doc 9432
Request Touch and Go
Ask for a touch and go when you want to land and take off again without stopping, which is the standard circuit training exercise. ATC may refuse it for traffic or for the runway state.
Pilot
[Station], [Callsign], REQUEST TOUCH AND GO
ATC
[Callsign], CLEARED TOUCH AND GO RUNWAY [number]
Pilot
Aligarh Tower, VT-INS, request touch and go
ATC
VT-INS, cleared touch and go runway 27
Pilot
Cleared touch and go runway 27, VT-INS
- Ask before you are on final, ideally on the downwind call, so the controller can plan the sequence around it.
- CLEARED TOUCH AND GO and the runway number are both read-back items. The clearance covers the landing and the take-off together.
- If ATC says UNABLE, expect a full stop or a low approach instead. Read back what you were actually given, not what you asked for.
Reference: ICAO Doc 9432
Revised Expected Approach Time
The expected approach time is the time ATC expects you to leave the holding fix and begin the approach. When the flow changes, they revise it, and you read the new time back in full.
Pilot
REVISED EXPECTED APPROACH TIME [time], [Callsign]
ATC
[Callsign], REVISED EXPECTED APPROACH TIME [time]
ATC
VT-AIR, revised expected approach time 1200
Pilot
Revised expected approach time 1200, VT-AIR
- Read the time back. It is a read-back item because your whole fuel plan is now built on it.
- The expected approach time is when you leave the hold, not when you land. Examiners test that distinction.
- If the new time takes you past your diversion decision point, say so straight away rather than waiting to see whether it improves.
Reference: ICAO Doc 9432
Runway in Sight on a Radar Approach
During a surveillance or precision radar approach the controller talks you down with continuous guidance. As soon as you have the runway visually, you say so, and the controller can stop the talk-down and hand you to tower.
Pilot
RUNWAY IN SIGHT, [Callsign]
ATC
[Callsign], ON GLIDE PATH, ON TRACK
ATC
VT-AIR, on glide path, on track
Pilot
Runway in sight, VT-AIR
ATC
VT-AIR, contact Tower 118.1
- During a radar talk-down you do not acknowledge every guidance call. Silence means you are receiving and complying, and the controller expects the frequency clear.
- You do acknowledge a change of instruction, a query and the transfer to tower.
- Reporting the runway in sight does not by itself clear you to land. Wait for the landing clearance from tower.
Reference: ICAO Doc 9432
Short Approach
Tower asks for a short approach when they want you down quickly ahead of other traffic. It means turning base early and flying a tighter, steeper approach than normal, so you only accept it if you can still be stable at the threshold.
Pilot
SHORT APPROACH, [Callsign]
ATC
[Callsign], MAKE A SHORT APPROACH
ATC
VT-AIR, make a short approach
Pilot
Short approach, VT-AIR
ATC
VT-AIR, wind 280 degrees 6 knots, runway 28, cleared to land
Pilot
Runway 28, cleared to land, VT-AIR
- A short approach is a request, not an obligation. If you cannot fly it stable, say UNABLE and take the normal circuit.
- The higher descent rate and the tighter turn are where students get slow and steep at the same time. Fly the aeroplane first and the request second.
- The landing clearance is still a separate transmission with its own read-back. Accepting a short approach is not permission to land.
Reference: ICAO Doc 9432
Speed Reduction
Use this exchange when arrival control assigns a lower speed to an aircraft inbound to the aerodrome. The purpose is to preserve the required spacing and maintain a workable order for arriving traffic. Read back the assigned value and adjust the speed as safely as necessary. If the requested figure is lower than the aircraft can safely accept, state inability and provide the minimum usable approach speed. When the restriction is removed, return to the normal speed appropriate for the approach conditions and aircraft configuration. The examples cover a numerical reduction, minimum clean speed, sequencing, inability to comply, and withdrawal of the restriction.
Pilot
REDUCING SPEED [value] KNOTS, [callsign]
ATC
[callsign], [station], REDUCE SPEED [value] KNOTS
ATC
IndiGo 5231, Hyderabad Approach, reduce speed one five zero knots.
Pilot
Reducing speed one five zero knots, IndiGo 5231
Scenario two, minimum clean speed
ATC
IndiGo 5231, Hyderabad Approach, reduce to minimum clean speed.
Pilot
Reducing to minimum clean speed, IndiGo 5231
Scenario three, lower speed for sequencing
ATC
IndiGo 5231, Hyderabad Approach, reduce speed one seven zero knots for sequencing.
Pilot
Reducing speed one seven zero knots, IndiGo 5231
Scenario four, assigned speed below the safe minimum
ATC
IndiGo 5231, Hyderabad Approach, reduce speed one three zero knots.
Pilot
Unable one three zero knots, minimum approach speed one five zero knots, IndiGo 5231
ATC
IndiGo 5231, Hyderabad Approach, roger, maintain one five zero knots.
Pilot
Maintaining one five zero knots, IndiGo 5231
Scenario five, restriction cancelled
ATC
IndiGo 5231, Hyderabad Approach, cancel speed restriction, resume normal approach speed.
Pilot
Speed restriction cancelled, resuming normal approach speed, IndiGo 5231
- Arrival control uses reduced speeds to retain radar separation and keep the traffic sequence stable. The assigned interval is achieved only after the aircraft has settled at the instructed speed.
- When given a numerical instruction, read back REDUCING SPEED [value] KNOTS followed by the callsign. This confirms that the change is in progress. Repeating only the number is incomplete, and WILCO is not normally used for this readback.
- Minimum clean speed is the lowest acceptable speed with the flaps and slats retracted. It is useful as an intermediate configuration target, but it is not necessarily the final approach reference speed.
- Do not reduce below the aircraft's approved minimum approach speed solely to meet a sequencing instruction. If the assigned value cannot be accepted, say UNABLE, state the lowest speed that can be maintained, and await a revised clearance.
- Providing the usable speed limit allows the controller to modify the arrival plan with realistic information. Safe aircraft performance takes priority over achieving a particular traffic interval.
- When a particular speed is no longer required, the controller may withdraw the restriction and instruct the crew to return to the normal approach speed. Read back both elements before changing speed.
- A speed stated in knots is normally an indicated airspeed instruction. MACH is applicable only when the clearance specifically states MACH, rather than being assumed from a value given in knots.
Reference: ICAO Doc 9432
Taxi to Stand
Ground control normally issues this instruction after the aircraft has vacated the landing runway. The route is divided into taxiway segments, with the allocated stand as the final destination.
Pilot
[station] [callsign], RUNWAY [runway] VACATED, REQUEST TAXI
ATC
[callsign], TAXI TO STAND [stand] VIA [taxiways], HOLD SHORT OF [location]
Pilot
Hyderabad Ground, Vistara 815, runway two seven right vacated, request taxi
ATC
Vistara 815, taxi to stand three one via Golf, Hotel, hold short of runway two seven left
Pilot
Taxi to stand three one via Golf, Hotel, hold short of runway two seven left, Vistara 815
- Repeat the stand designator, all named taxiways and every hold-short instruction in the correct order.
- If no marshaller is waiting, do not enter the stand. Hold short and contact Ground for instructions.
- The stand allocation may change while the aircraft is taxiing. Confirm the stand designator during readback so any revised allocation is identified immediately.
Reference: ICAO Doc 9432
Vacate Runway
After landing, this clearance directs the aircraft off the runway by a stated taxiway. It may also require a stop at a hold-short point for an adjacent active runway or taxiway, followed by a ground frequency change.
Pilot
[instruction read-back] [callsign]
ATC
[callsign], VACATE VIA [taxiway] (or NEXT CONVENIENT), CONTACT GROUND [frequency]
ATC
IndiGo 5231, Bengaluru Tower, vacate via Charlie, contact Ground one two one decimal nine
Pilot
Vacate via Charlie, Ground one two one decimal nine, IndiGo 5231
- When NEXT CONVENIENT is authorised, select the most suitable exit with regard to traffic and surface conditions. Do not halt while any part of the aircraft remains on the runway, and observe the relevant hold-short marking before back-tracking.
- Change to the ground frequency only after every part of the aircraft is clear of the runway, unless Tower directs an earlier switch.
- If speed, weather, or surface conditions make the assigned exit unsuitable, tell Tower and name your fallback, for example, "unable Charlie, will vacate via Delta, IndiGo 5231."
Reference: ICAO Doc 9432
Visual Approach
Suitable during VMC whenever the pilot can maintain visual reference to the landing area and elects to handle traffic separation directly instead of following a published instrument approach. This can shorten arrival flow and ease controller workload.
Pilot
[station], [callsign], RUNWAY IN SIGHT, REQUEST VISUAL APPROACH RUNWAY [number]
ATC
[callsign], [station], CLEARED VISUAL APPROACH RUNWAY [number]
Pilot
Chennai Approach, Vistara 815, runway in sight, request visual approach runway two five
ATC
Vistara 815, cleared visual approach runway two five, contact Chennai Tower one one eight decimal seven
Pilot
Cleared visual approach runway two five, Tower one one eight decimal seven, Vistara 815
- A visual approach should be requested only when the runway environment is clearly visible and the pilot can sustain the required visual reference. Once clearance is issued, the pilot must maintain separation from other aircraft.
- Should visual reference be lost, notify the controller at once and request radar vectors or an instrument approach that leads back to the applicable published procedure.
- A visual approach does not cancel the pilot's responsibility to avoid terrain and obstacles. Published minimum sector altitudes remain mandatory within the areas where they apply.
Reference: ICAO Doc 9432