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RTR(A) phraseology

Arrival

Descent, vectors, approach and landing clearance, go-around and taxi to stand.

16 topics · All categories

Approach Clearance

Issued when the aircraft is established or about to be established on the procedure. After this clearance the aircraft may descend on the published profile to the minimum altitude and is no longer dependent on radar vectors.

Pilot

[read-back of approach] [Callsign]

ATC

[Callsign] CLEARED [type of approach] RUNWAY [number]

ATC

Akasa Air 1532, descend 3000 feet, cleared ILS approach runway two seven, report established

Pilot

Descend 3000 feet, cleared ILS approach runway two seven, will report established, Akasa Air 1532

  • "Cleared ILS approach" is a read-back item, include "cleared", the type, and the runway.
  • Do not descend below the cleared altitude until established on the localiser and within glide-slope intercept range.

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

Circuit Traffic Position Reports

Used during circuit flying to report position at each leg of the circuit, downwind, base, and final. The pilot reports their position at each stage, allowing ATC to maintain situational awareness of all circuit traffic and issue sequencing instructions or landing clearance at the appropriate point. Each position report follows a standard format and ATC responds with either an acknowledgement, a sequencing instruction, or a landing clearance.

Pilot

[STATION] [CALLSIGN] DOWNWIND RUNWAY [NUMBER], [LEFT/RIGHT] HAND CIRCUIT

ATC

[CALLSIGN] [STATION] ROGER, NUMBER [SEQUENCE], REPORT BASE

1, Downwind report

Pilot

Delhi Tower, VT-VSL, downwind runway 27, right hand circuit.

ATC

VT-VSL, Delhi Tower, roger, number one, report base.

Pilot

Number one, wilco. VT-VSL.

2, Base report

Pilot

Delhi Tower, VT-VSL, base runway 27.

ATC

VT-VSL, Delhi Tower, roger, report final.

Pilot

Wilco. VT-VSL.

3, Final report + landing clearance

Pilot

Delhi Tower, VT-VSL, final runway 27.

ATC

VT-VSL, Delhi Tower, runway 27, cleared to land, wind 270 degrees 10 knots.

Pilot

Runway 27, cleared to land. VT-VSL.

4, Final report + hold off (traffic on runway)

Pilot

Delhi Tower, VT-VSL, final runway 27.

ATC

VT-VSL, Delhi Tower, continue approach, traffic landing ahead, runway 27, cleared to land.

Pilot

Continue approach, runway 27, cleared to land. VT-VSL

  • Circuit position reports are made at each leg, downwind, base, and final, to keep ATC continuously aware of the aircraft's position in the pattern. ATC uses these reports to sequence traffic and issue landing clearance at the appropriate point.
  • The downwind report includes the circuit direction ("right hand circuit") since this is the first position report after joining. Base and final reports omit the circuit direction as ATC already knows the circuit being flown.
  • "Number one, report base", ATC confirms the sequence and requests the next position report. "Number one" tells the pilot there is no preceding traffic and they can expect a straightforward approach.
  • "Wilco" is used in the pilot's readback when ATC issues an instruction to report at a future position, it confirms the pilot will comply. A full readback of "report base" or "report final" is also acceptable.
  • Landing clearance is normally issued on final, not before. ATC waits until the aircraft is established on final and the runway is confirmed clear before issuing "cleared to land."
  • "Wind 270 degrees 10 knots", surface wind is always included in the landing clearance, giving the pilot final wind information for the landing. This is a mandatory element of the landing clearance.
  • "Continue approach, traffic landing ahead", used when the preceding aircraft has not yet vacated the runway. It does not hold the aircraft off but alerts the pilot to the traffic situation while still issuing the landing clearance.
  • The pilot's landing clearance readback must include the runway number and "cleared to land", these are the two safety-critical elements. Wind information does not need to be read back.

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

Go-Around

Initiated by the pilot or instructed by ATC when continuing the approach is unsafe, unstable approach, runway not vacated in time, wake turbulence concern, windshear, or wildlife. The call is short, immediate, and unambiguous.

Pilot

[Callsign] GOING AROUND

ATC

[Callsign] ROGER, CLIMB [altitude], [missed approach instructions or vectors]

Pilot

Akasa Air 1532 going around

ATC

Akasa Air 1532 roger, climb 4000 feet, fly heading two seven zero, vectors for another ILS

Pilot

Climb 4000 feet, heading two seven zero, vectors for another ILS, Akasa Air 1532

  • The pilot's call is two words: "[callsign] going around". Do not delay the call to add reasons, that comes after the climb is established.
  • Once established in the climb, expect vectors or the published missed approach. Read them back fully.

Reference: ICAO Doc 9432

Initial Contact - Joining Circuit

Used when an aircraft is inbound to an aerodrome and makes initial contact with the tower to join the circuit for landing. The pilot states their position, altitude, aircraft type, intentions, and requests circuit joining instructions. ATC responds with the runway in use, circuit direction, QNH, and sequence in the circuit. Multiple joining positions are shown, overhead, downwind, and base leg, as the joining instruction depends on where the aircraft is relative to the aerodrome.

Pilot

[STATION] [CALLSIGN] [DISTANCE] NAUTICAL MILES [BEARING], [ALTITUDE] FEET, INBOUND, REQUEST JOINING INSTRUCTIONS

ATC

[CALLSIGN] [STATION] JOIN [POSITION] RUNWAY [NUMBER], [LEFT/RIGHT] HAND CIRCUIT, [ALTITUDE] FEET, QNH [VALUE], NUMBER [SEQUENCE]

1, Joining overhead

Pilot

Delhi Tower, VT-VSL, 10 nautical miles north, 2000 feet, inbound, request joining instructions.

ATC

VT-VSL, Delhi Tower, join overhead runway 27, right hand circuit, 1000 feet, QNH 1013, number one.

Pilot

Join overhead runway 27, right hand circuit, 1000 feet, QNH 1013, number one. VT-VSL

2, Joining downwind

Pilot

Delhi Tower, VT-VSL, 5 nautical miles east, 1500 feet, inbound, request joining instructions.

ATC

VT-VSL, Delhi Tower, join downwind runway 27, right hand circuit, 1000 feet, QNH 1013, number two, follow Cessna on base.

Pilot

Join downwind runway 27, right hand circuit, 1000 feet, QNH 1013, number two, follow Cessna on base. VT-VSL.

3, Joining base

Pilot

Delhi Tower, VT-VSL, 3 nautical miles south, 1200 feet, inbound, request joining instructions.

ATC

VT-VSL, Delhi Tower, join base runway 27, right hand circuit, QNH 1013, number one.

Pilot

Join base runway 27, right hand circuit, QNH 1013, number one. VT-VSL.

  • VT-VSL is a VT-registration aircraft, an Indian registered general aviation or training aircraft. The callsign is spoken in full phonetically as "Victor Tango Victor Sierra Lima" in all transmissions, unlike airline callsigns which use a word and number combination.
  • The pilot's initial call includes position (distance and bearing from the aerodrome) and altitude, giving ATC all the information needed to slot the aircraft into the circuit sequence efficiently.
  • "Request joining instructions", the standard phrase for initial contact when inbound to join the circuit. It signals to ATC that the pilot needs to be sequenced and requires runway, circuit direction, and QNH.
  • The joining position (overhead, downwind, base) depends on the aircraft's position relative to the aerodrome and current circuit traffic. ATC selects the most efficient joining point that maintains safe separation from other traffic.
  • "Right hand circuit" or "left hand circuit", circuit direction is always specified by ATC. Standard circuits are left hand unless otherwise promulgated; right hand circuits are used where terrain, airspace, or noise abatement require it.
  • "1000 feet", the standard circuit height at most aerodromes. ATC confirms this in the joining instruction so the pilot maintains the correct altitude in the circuit pattern.
  • "QNH 1013", passed in the joining instruction so the pilot can set the correct altimeter subscale before entering the circuit, ensuring all circuit traffic operates on the same pressure setting.
  • "Number one / number two", the sequence number tells the pilot their position in the landing order. "Number two, follow Cessna on base" requires the pilot to identify and maintain visual separation from the preceding traffic.
  • The pilot's readback must include all elements of the joining instruction, position, runway, circuit direction, altitude, QNH, and sequence. Omitting any element is a DGCA exam error.

Reference: ICAO Doc 9432

Initial Contact with Approach

First call on the approach frequency after handover from en-route control. Pass callsign, current level, and the ATIS letter you have copied so ATC knows you have the active runway and weather.

Pilot

[Station] [Callsign] [level], INFORMATION [ATIS letter]

ATC

[Callsign] [Station] IDENTIFIED, DESCEND [level], EXPECT [approach]

Pilot

Mumbai Approach, Akasa Air 1532, FL one five zero descending, information Charlie

ATC

Akasa Air 1532, Mumbai Approach, identified, descend FL one zero zero, expect ILS runway two seven

Pilot

Descend FL one zero zero, expect ILS runway two seven, Akasa Air 1532

  • Quoting the ATIS letter is mandatory, it tells the controller they don't need to re-issue the runway, wind and QNH.
  • If the ATIS has changed since you copied it, ATC will pass the differences only.

Reference: ICAO Doc 9432

Landing Clearance

The single explicit clearance that authorises landing. Issued by tower on final approach, normally inside 4 NM. The wind is included so the pilot can confirm the cleared runway is correct for the conditions.

Pilot

[read-back] [Callsign]

ATC

[Callsign] [wind] RUNWAY [number] CLEARED TO LAND

ATC

Akasa Air 1532, wind two seven zero degrees eight knots, runway two seven, cleared to land

Pilot

Cleared to land runway two seven, Akasa Air 1532

  • If you reach 200 ft AAL without a landing clearance, tower will normally issue "go-around" rather than rush a clearance.
  • Read-back must include "cleared to land" and the runway. Don't shorten to "land two seven".

Reference: ICAO Doc 9432

Missed Approach (Published Procedure)

Distinct from a go-around initiated low at runway threshold, a missed approach is the published procedure flown after reaching the missed approach point of an instrument approach without visual references. ATC may modify it with vectors.

Pilot

[Callsign] MISSED APPROACH

ATC

[Callsign] ROGER, [published or vectored missed approach], CLIMB [altitude]

Pilot

Akasa Air 1532, missed approach

ATC

Akasa Air 1532, roger missed approach, fly published missed approach, climb 4000 feet, contact Approach 119.1

Pilot

Published missed approach, climb 4000 feet, Approach 119.1, Akasa Air 1532

  • Flying "the published" without explicit ATC re-clearance is the default, it is on your AIP / approach chart and you have already been cleared for the approach.
  • ATC may radar-vector you off the published procedure for traffic, the new vector replaces the published track from that moment.
  • After climb-out is established, request the next intentions: another approach, a hold, or diversion.

Reference: ICAO Doc 9432

Radar Vectors

Headings issued by approach to position the aircraft for the final approach course. The pilot read-back is verbatim, heading and any altitude or speed assigned with it.

Pilot

[read-back] [Callsign]

ATC

[Callsign] TURN LEFT/RIGHT HEADING [3-digit], [altitude / speed]

ATC

Akasa Air 1532, turn left heading two seven zero, descend 4000 feet, reduce 220 knots

Pilot

Left heading two seven zero, descend 4000 feet, reduce 220 knots, Akasa Air 1532

  • Read-back order is heading, level, speed, match the order the controller used.
  • If a speed instruction will compromise the descent profile, advise immediately rather than later.

Reference: ICAO Doc 9432

Report Aerodrome in Sight/Not in Sight

Used when ATC has instructed an inbound aircraft to report when the aerodrome is in sight. ATC issues this instruction when the aircraft is inbound but visual contact with the aerodrome has not yet been established. Once the pilot acquires the aerodrome visually, they report "aerodrome in sight" and ATC responds with joining instructions. A second scenario covers the case where the aerodrome is still not in sight and the pilot reports accordingly.

Pilot

[STATION] [CALLSIGN] [DISTANCE] NAUTICAL MILES [BEARING], [ALTITUDE] FEET, INBOUND

ATC

[CALLSIGN] [STATION] ROGER, QNH [VALUE], REPORT AERODROME IN SIGHT

1, ATC instructs pilot to report aerodrome in sight

Pilot

Delhi Tower, VT-VSL, 15 nautical miles north, 2000 feet, inbound.

ATC

VT-VSL, Delhi Tower, roger, QNH 1013, report aerodrome in sight.

Pilot

QNH 1013, wilco report aerodrome in sight. VT-VSL.

2, Pilot reports aerodrome in sight

Pilot

Delhi Tower, VT-VSL, aerodrome in sight.

ATC

VT-VSL, Delhi Tower, join downwind runway 27, right hand circuit, 1000 feet, number one.

Pilot

Join downwind runway 27, right hand circuit, 1000 feet, number one. VT-VSL

3, Aerodrome not in sight (negative report)

Pilot

Delhi Tower, VT-VSL, aerodrome not in sight, 8 nautical miles north, 2000 feet.

ATC

VT-VSL, Delhi Tower, roger, continue inbound, report aerodrome in sight.

Pilot

Wilco, report aerodrome in sight. VT-VSL

  • "Report aerodrome in sight", ATC issues this instruction when the aircraft is inbound but has not yet visually acquired the aerodrome, typically in conditions of reduced visibility, haze, or when the aircraft is still at distance. ATC cannot issue circuit joining instructions until the pilot confirms visual contact.
  • "Wilco report aerodrome in sight", "wilco" (will comply) is the correct acknowledgement for a future action instruction. The pilot confirms they will report when the aerodrome is acquired visually.
  • "Aerodrome in sight", the pilot's report must be concise and immediate when visual contact is established. ATC is waiting for this report before issuing circuit joining instructions, so any delay affects the sequencing of other traffic.
  • Once "aerodrome in sight" is reported, ATC issues the full circuit joining instruction, runway, circuit direction, altitude, and sequence. QNH is not repeated as it was already passed in the initial exchange.
  • "Aerodrome not in sight", if the pilot cannot acquire the aerodrome visually at the expected point, a negative report must be made immediately. ATC then instructs the pilot to continue inbound and repeat the instruction to report when in sight.
  • If the aerodrome remains not in sight as the aircraft approaches, ATC may need to issue instrument approach instructions or provide radar vectors as an alternative to a visual circuit join.
  • The distinction between "report aerodrome in sight" (an ATC instruction) and the pilot-initiated "aerodrome in sight" report (from the previous topic) is a specific DGCA exam point, in this topic ATC requests the report first, whereas in the previous topic the pilot volunteers it unprompted.

Reference: ICAO Doc 9432

Request ILS Approach - Vectors to Localiser and Landing Clearance

Used when an inbound aircraft requests an ILS (Instrument Landing System) approach to the runway. The pilot contacts approach control, states position and level, and requests the ILS approach. ATC issues a clearance with the ILS frequency, QNH, and any vectors or altitude restrictions required to establish the aircraft on the ILS. The pilot is sequenced onto the localiser and glideslope, reports established, and is cleared to land by tower on final.

Pilot

[STATION] [CALLSIGN] [DISTANCE] NAUTICAL MILES [BEARING], [ALTITUDE] FEET, INBOUND, REQUEST ILS APPROACH RUNWAY [NUMBER]

ATC

[CALLSIGN] [STATION] ROGER, ILS APPROACH RUNWAY [NUMBER], QNH [VALUE], DESCEND [ALTITUDE] FEET, EXPECT VECTORS FOR ILS, SQUAWK [CODE]

1, Initial contact and ILS approach request

Pilot

Delhi Approach, VT-VSL, 30 nautical miles north, 5000 feet, inbound, request ILS approach runway 27.

ATC

VT-VSL, Delhi Approach, roger, ILS approach runway 27, QNH 1013, descend 3000 feet, expect vectors for ILS, squawk 4521.

Pilot

ILS approach runway 27, QNH 1013, descending 3000 feet, squawking 4521. VT-VSL.

2, ATC vectors to localiser

ATC

VT-VSL, Delhi Approach, turn left heading 180, descend 2000 feet, ILS localiser runway 27, frequency 110.3.

Pilot

Left heading 180, descending 2000 feet, ILS localiser runway 27, frequency 110.3. VT-VSL

3, Established on ILS

ATC

VT-VSL, Delhi Approach, turn left heading 270, intercept localiser, cleared ILS approach runway 27.

Pilot

Left heading 270, intercept localiser, cleared ILS approach runway 27. VT-VSL.

Pilot

Delhi Approach, VT-VSL, established ILS runway 27.

ATC

VT-VSL, Delhi Approach, roger, contact Delhi Tower 118.1.

Pilot

Delhi Tower 118.1. VT-VSL.

4, Tower contact and landing clearance

Pilot

Delhi Tower, VT-VSL, ILS runway 27, established.

ATC

VT-VSL, Delhi Tower, runway 27, cleared to land, wind 270 degrees 10 knots.

Pilot

Runway 27, cleared to land. VT-VSL

  • The ILS approach request is made to Approach Control, not Tower. ATC approach sequences the aircraft onto the ILS using radar vectors, then transfers to Tower once the aircraft is established. Tower issues the landing clearance.
  • "Expect vectors for ILS", ATC advises the pilot that radar vectors will be provided to position the aircraft onto the localiser, rather than the pilot flying a published procedure turn or initial approach fix routing.
  • "Squawk 4521", a discrete transponder code is assigned so ATC can identify the aircraft on radar and provide accurate vectors. The pilot reads back the squawk code as it is a safety-critical element of the clearance.
  • "ILS localiser runway 27, frequency 110.3", ATC passes the ILS localiser frequency so the pilot can tune the nav radio and begin receiving localiser guidance. The pilot must verify the frequency against the published approach plate.
  • "Intercept localiser, cleared ILS approach runway 27", the formal ILS approach clearance authorises the pilot to follow the localiser and glideslope to the runway. From this point the pilot follows the ILS needles for lateral and vertical guidance.
  • "Established ILS runway 27", the pilot reports when both the localiser and glideslope are captured and the aircraft is tracking the ILS accurately. This report triggers the frequency transfer to Tower.
  • On contact with Tower, the pilot identifies themselves as being on the ILS, "ILS runway 27, established", giving Tower immediate situational awareness without needing to ask for the aircraft's position or approach type.
  • The landing clearance readback must include runway number and "cleared to land." Wind information does not need to be read back but should be noted by the crew for the landing.

Reference: ICAO Doc 9432

Speed Reduction

Used when ATC issues a speed reduction instruction to an inbound aircraft for sequencing purposes, typically on approach to manage spacing between aircraft. The pilot acknowledges the instruction and confirms the speed being flown. ATC may also cancel the speed restriction once it is no longer required, at which point the pilot reverts to normal approach speed. Three scenarios are shown, speed reduction to a specific speed, speed reduction with minimum clean speed, and cancellation of speed restriction.

Pilot

[CALLSIGN] [STATION] REDUCE SPEED [VALUE] KNOTS

ATC

REDUCING SPEED [VALUE] KNOTS [CALLSIGN]

ATC

VT-VSL, Delhi Approach, reduce speed 160 knots.

Pilot

Reducing speed 160 knots. VT-VSL

2, Speed reduction to minimum clean speed

ATC

VT-VSL, Delhi Approach, reduce to minimum clean speed.

Pilot

Reducing to minimum clean speed. VT-VSL.

3, Speed reduction with reason (sequencing)

ATC

VT-VSL, Delhi Approach, reduce speed 180 knots for sequencing.

Pilot

Reducing speed 180 knots. VT-VSL

4, Pilot unable to comply with speed reduction

ATC

VT-VSL, Delhi Approach, reduce speed 140 knots.

Pilot

Delhi Approach, VT-VSL, unable speed 140 knots, minimum approach speed 160 knots.

ATC

VT-VSL, Delhi Approach, roger, maintain 160 knots.

Pilot

Maintaining 160 knots. VT-VSL.

5, Cancellation of speed restriction

ATC

VT-VSL, Delhi Approach, cancel speed restriction, resume normal approach speed.

Pilot

Cancel speed restriction, resuming normal approach speed. VT-VSL.

  • Speed reduction instructions are issued by ATC to manage spacing between aircraft on approach, reducing speed creates more separation from preceding traffic or allows a faster aircraft behind to close the gap with a slower one ahead.
  • "Reducing speed 160 knots", the pilot acknowledges using the active form "reducing" rather than "wilco" or simply "160 knots," confirming the action is being taken immediately. This is the correct DGCA phraseology for speed reduction acknowledgement.
  • "Minimum clean speed", the lowest speed at which the aircraft can fly without extending flaps or slats. ATC uses this instruction when precise speed control is needed but does not want to restrict the pilot to a figure that may require configuration changes.
  • "Unable", if ATC requests a speed below the aircraft's minimum safe approach speed, the pilot must immediately state inability and advise the minimum speed they can maintain. ATC will then revise the instruction accordingly.
  • "Minimum approach speed 160 knots", the pilot states their actual minimum, giving ATC the information needed to reassess the sequencing and issue a revised instruction. The safety of the flight always takes precedence over ATC's sequencing requirement.
  • "Cancel speed restriction, resume normal approach speed", ATC cancels the restriction once sequencing is achieved and the speed control is no longer needed, typically when the aircraft is established on final with adequate separation from preceding traffic.
  • Speed instructions are always in knots and refer to indicated airspeed (IAS) unless ATC specifically states "Mach" for high altitude cruise speed control.

Reference: ICAO Doc 9432

Taxi to Stand

Issued by ground control after the aircraft has cleared the runway. The route to the stand is given segment-by-segment; the stand number is the final delivery point.

Pilot

[Station] [Callsign] CLEAR OF RUNWAY [number], REQUEST TAXI TO STAND

ATC

[Callsign] TAXI TO STAND [number] VIA [taxiways]

Pilot

Delhi Ground, Akasa Air 1532, clear of runway two niner, taxi to stand

ATC

Akasa Air 1532, Delhi Ground, taxi to stand 24 via Bravo, hold short of stand 22, follow the marshaller

Pilot

Taxi stand 24 via Bravo, hold short of stand 22, follow the marshaller, Akasa Air 1532

  • Read back every taxiway and every hold-short, the same rigour as departure taxi.
  • If you reach the stand but no marshaller is in position, hold short and call ground for instructions.
  • Stand allocation may change on rollout, confirm the stand number in your read-back so any update is caught early.

Reference: ICAO Doc 9432

Vacate Runway

Used after landing to clear the runway via a specified taxiway. The instruction may include a hold-short for the next active runway or parallel taxiway, and a frequency change to ground.

Pilot

[read-back] [Callsign]

ATC

[Callsign] VACATE [taxiway] [or NEXT CONVENIENT], CONTACT GROUND [frequency]

ATC

Akasa Air 1532, vacate via Foxtrot, contact Ground 121.9

Pilot

Vacate Foxtrot, Ground 121.9, Akasa Air 1532

  • "Vacate next convenient" lets the pilot pick the most efficient exit, but you must clear the runway hold-short marking before stopping or back-tracking.
  • Switch to ground only AFTER the runway is fully vacated, unless tower instructs you to switch earlier.
  • If you cannot vacate at the assigned taxiway (high speed, runway condition), advise tower with "unable Foxtrot, will vacate Echo".

Reference: ICAO Doc 9432

Visual Approach

Used in VMC when the pilot can see the runway or preceding traffic and wishes to maintain visual separation rather than fly the published instrument procedure. Saves time and reduces controller workload.

Pilot

[Station] [Callsign] FIELD IN SIGHT, REQUEST VISUAL APPROACH RUNWAY [number]

ATC

[Callsign] CLEARED VISUAL APPROACH RUNWAY [number]

Pilot

Mumbai Approach, Akasa Air 1532, field in sight, request visual approach runway two seven

ATC

Akasa Air 1532, cleared visual approach runway two seven, contact Tower 118.1

Pilot

Cleared visual approach runway two seven, Tower 118.1, Akasa Air 1532

  • "Field in sight" or "traffic in sight" is required before a visual approach can be cleared, it puts separation responsibility on the pilot.
  • If you lose sight of the runway or preceding traffic after the clearance, advise ATC immediately and request vectors back to the published procedure.
  • Visual approach does not relieve the pilot from terrain or obstacle clearance, minimum sector altitudes still apply.

Reference: ICAO Doc 9432