The phrases
Taxi and surface, phrase by phrase
Cockpit Checks After Line Up
Apply this exchange when an approved procedure places selected cockpit checks after the aircraft has received LINE UP AND WAIT and the engines have already been started. The aircraft may occupy an active runway during those checks, so declare the plan while requesting taxi clearance from the stand. The controller can then assess traffic and either defer the clearance or plan a suitable departure sequence. This departure sequence is exceptional; required checks are normally completed before the aircraft taxis or enters a runway.
Pilot
[station] [callsign] [aircraft type], STAND [number], READY TO TAXI, INFORMATION [letter], COCKPIT CHECKS PLANNED AFTER LINE UP AND WAIT
ATC
[callsign] [station], HOLD POSITION, EXPECT TAXI CLEARANCE IN [time]
Pilot
Kochi Ground, Vistara 815, Airbus A320, stand four, ready to taxi, information Delta, cockpit checks planned after line up and wait.
ATC
Vistara 815, Kochi Ground, hold position, expect taxi clearance in two zero minutes.
Pilot
Hold position, expect taxi clearance in two zero minutes, Vistara 815.
- The phrase READY TO TAXI indicates that the aircraft is prepared to accept a taxi clearance. Stating information Delta confirms that the crew has obtained the latest ATIS briefing.
- The cockpit checks planned after LINE UP AND WAIT are the unusual element in this request. Mentioning them before movement allows the ground controller to plan the timing without unexpectedly blocking a runway.
- Advance notice demonstrates sound airmanship and crew coordination. It alerts the ground unit to the longer stand period before the aircraft reaches a runway entrance.
- Holding the aircraft at the stand protects taxiway and runway capacity for traffic that can move without delay. The estimate for future clearance is not authorization to begin taxiing.
- The pilot reads back both the hold instruction and the expected interval. An estimate alone is not a clearance, but this readback makes it explicit that the aircraft must remain in place.
- Completing cockpit checks after runway entry is outside the normal sequence at most aerodromes. Such a practice needs a procedure approved by the operator and acceptance by local ATC. The request may be refused if traffic or controller workload makes the runway occupancy unacceptable.
- This exchange follows engine start-up and concerns the later taxi request. Its distinguishing feature is advance notice that the aircraft will need extra time after reaching the runway.
Reference: ICAO Doc 9432
Cross Runway During Taxi
Apply this whenever a taxi route takes you across a runway, whether it is being used or remains unused. A routine taxi instruction alone does not authorize the crossing. Obtain a separate clearance that clearly identifies the runway before entering it.
Pilot
[station], [callsign], HOLDING SHORT RUNWAY [number], REQUEST CROSSING
ATC
[callsign], CROSS RUNWAY [number] / HOLD SHORT RUNWAY [number]
Pilot
Bengaluru Ground, IndiGo 5231, holding short runway zero nine left, request crossing
ATC
IndiGo 5231, cross runway zero nine left, expedite, traffic on short final
Pilot
Cross runway zero nine left left, expedite, traffic on short final, IndiGo 5231
- Never cross a runway merely because a general taxi instruction includes it. A specific clearance must clearly identify the runway to be crossed.
- When ATC gives an expedite instruction, include it in the readback. This confirms that both the required action and the urgency have been understood.
- If you cannot cross straight away, say so at once and keep holding short. Call Ground again when you are ready, and wait for a fresh crossing clearance.
Reference: ICAO Doc 9432
Expedite Taxi
ATC will ask you to expedite when they are trying to fit your taxi in ahead of arriving traffic. You acknowledge with one word and increase taxi speed to a rate that is still safe for the aircraft and the surface.
Pilot
EXPEDITING, [Callsign]
ATC
[Callsign], EXPEDITE TAXI, TRAFFIC ON A [distance] MILE FINAL
ATC
VT-AIR, expedite taxi, traffic on a 4 mile final
- EXPEDITE is a request for a higher rate, not an instruction to abandon your own taxi limits. The commander still decides what speed is safe.
- If you cannot go faster, say UNABLE with your callsign. The controller will hold you or send the arrival around instead.
- The same word is used in the air for climbs and descents. On the ground it changes taxi speed only, never your routing.
Reference: ICAO Doc 9432
Give Way During Taxi
ATC will tell you to give way to another aircraft or a vehicle when two taxi routes converge. You acknowledge by naming the traffic you are giving way to, which proves you have the right one in sight.
Pilot
GIVING WAY TO [traffic description], [Callsign]
ATC
[Callsign], GIVE WAY TO THE [traffic description] FROM YOUR [direction]
ATC
VT-AIR, give way to the Boeing 737 from your right
Pilot
Giving way to the Boeing 737, VT-AIR
- Name the traffic in your read-back. GIVING WAY on its own does not tell the controller you have the right aircraft.
- If you cannot see the traffic, do not acknowledge as though you can. Say NEGATIVE CONTACT and ask for more information, then hold your position.
- Giving way is not a clearance to stop and stay stopped. Once the traffic has passed, continue on your original taxi clearance unless ATC says otherwise.
Reference: ICAO Doc 9432
Holding short and crossing a runway
At every active runway holding point and whenever instructed to hold short or cross.
Pilot
[callsign], holding short runway [runway]. Request cross runway [runway].
ATC
[callsign], cross runway [runway], report vacated.
Pilot
Chennai Tower, Skyline 345, holding short runway three zero, request cross.
ATC
Skyline 345, cross runway three zero, report vacated.
Pilot
Cross runway three zero, will report vacated, Skyline 345.
Pilot
Skyline 345, runway vacated.
- ROGER and WILCO are not sufficient acknowledgements for HOLD, HOLD POSITION or HOLD SHORT.
- Say HOLDING SHORT RUNWAY followed by the runway number so the controller hears the exact limit.
- Cross only after hearing your callsign with CROSS RUNWAY. Report vacated when the entire aircraft is beyond the holding position.
Reference: ICAO Doc 9432, 4.4
Preflight SELCAL Check
Carry out this ground procedure while parked before departure when the operator requires SELCAL monitoring. The crew contacts company operations or dispatch and requests a test on the assigned main and backup HF frequencies in sequence. A satisfactory result must produce the coded visual and aural SELCAL alert on each frequency. If either test is unsuccessful, report the defect to maintenance and follow the approved release procedure before departure.
Pilot
[station], [callsign], REQUEST GROUND SELCAL TEST ON [frequency]
ATC
[callsign], [station], SEND YOUR MESSAGE
Pilot
Vistara Operations, Vistara 815, request ground SELCAL test on main frequency eight eight seven three.
ATC
Vistara 815, Vistara Operations, send your message.
Pilot
Vistara Operations, Vistara 815, SELCAL code papa quebec romeo sierra, request the test on main frequency eight eight seven three.
ATC
Vistara 815, Vistara Operations, standby for SELCAL papa quebec romeo sierra on eight eight seven three.
Aircraft indication
While parked at Bengaluru, the receiver recognises the assigned code. The cockpit annunciator lights and the alerting tone is heard.
Pilot
Vistara Operations, Vistara 815, SELCAL alert received on main frequency eight eight seven three.
Two, backup company frequency check, five six three seven kilohertz
Pilot
Vistara Operations, Vistara 815, request backup SELCAL test on five six three seven.
ATC
Vistara 815, Vistara Operations, change to company frequency five six three seven for the SELCAL test.
Pilot
Changing to company frequency five six three seven, Vistara 815.
HF selection
The crew changes the HF set from eight eight seven three to five six three seven kilohertz.
Pilot
Vistara Operations, Vistara 815, now on five six three seven, request SELCAL papa quebec romeo sierra.
ATC
Vistara 815, Vistara Operations, standby for SELCAL papa quebec romeo sierra on five six three seven.
Cockpit indication
Operations transmits the matching code. The SELCAL lamp illuminates and the chime sounds in the cockpit.
Pilot
Vistara Operations, Vistara 815, backup SELCAL alert received on five six three seven.
Three, return to the main frequency and confirm the overall result
Pilot
Vistara Operations, Vistara 815, both tests complete, returning to main frequency eight eight seven three.
ATC
Vistara 815, Vistara Operations, roger, report when back on eight eight seven three.
Main HF restored
The crew selects eight eight seven three kilohertz again and hears company traffic on the main setting.
Pilot
Vistara Operations, Vistara 815, back on main frequency eight eight seven three, SELCAL checked on main and backup.
ATC
Vistara 815, Vistara Operations, roger.
- This preflight verification is a company communications task, not an ATC frequency check. The flight crew initiates it through operations or dispatch before entering oceanic or remote airspace where the normal alerting function is needed.
- The main and backup company frequencies must each receive a test. A satisfactory SELCAL response on one channel verifies the selected HF receive path only; it does not prove that the other frequency is serviceable.
- For the backup test, the crew retunes the relevant HF equipment and establishes contact on that channel. Asking operations to send a tone while the set remains on the first frequency does not verify the backup path.
- The closing report provides an overall SELCAL status for operations after both frequencies have been tested. Documentation follows company instructions, and any failed result is recorded in the technical log for maintenance action.
- If no alert is received on either frequency, the crew must inform maintenance before release. Any flight without SELCAL requires the operator's approved MEL or dispatch process, applicable regulatory approval, and continuous voice watch where the route demands it.
- Some operator HF procedures use OUT as a closing marker after the exchange is complete. It is not a required ICAO readback item, so use it only when local instructions prescribe it; otherwise, finish with the normal status report.
- This exercise also gives a practical reception check on the company HF network. It supports the preflight confirmation that both assigned channels are usable, while any separate airborne check required by the operator must still be completed.
Reference: ICAO Doc 9432
Request Backtrack
Use this when the taxiway system does not reach the full length of the runway and you need to taxi along the runway itself to reach the take-off point. Common at the smaller Indian aerodromes used for flying training.
Pilot
[Station], [Callsign], REQUEST TAXIWAY [identifier] AND BACKTRACK RUNWAY [number]
ATC
[Callsign], TAXI VIA [identifier], BACKTRACK AND LINE UP RUNWAY [number]
Pilot
Aligarh Tower, VT-AIR, request taxiway bravo and backtrack runway 09
ATC
VT-AIR, taxi via bravo, backtrack and line up runway 09
Pilot
Via bravo, backtrack and line up runway 09, VT-AIR
- Backtrack and the runway number are both read-back items. You are being cleared onto a runway, so the read-back has to be complete.
- BACKTRACK APPROVED on its own is not a line-up clearance. If you only hear BACKTRACK APPROVED, you backtrack and then hold, and you wait for the line-up call.
- Report when the backtrack is complete and you are lined up, so the controller knows the runway is now occupied by you alone.
Reference: ICAO Doc 9432
Request Departure Information
Use this at an aerodrome with no ATIS broadcast, or when the ATIS is unserviceable, to get the departure runway, surface wind, QNH and temperature before you start. Where an ATIS is available you monitor it first and quote the information letter on your first call instead of asking for all of this separately.
Pilot
[Station], [Callsign], IFR TO [destination], REQUEST DEPARTURE INFORMATION
ATC
[Callsign], RUNWAY [number], WIND [direction] DEGREES [speed] KNOTS, QNH [value], TEMPERATURE [value]
Pilot
Delhi Ground, VT-AIR, IFR to Lucknow, request departure information
ATC
VT-AIR, runway 28, wind 280 degrees 8 knots, QNH 1013, temperature 24
Pilot
Runway 28, QNH 1013, VT-AIR
- Read back the runway and the QNH. Wind and temperature are information, not read-back items.
- At a Delhi or Mumbai style aerodrome with a live ATIS, asking for departure information instead of quoting the letter is the classic wasted transmission an examiner will pick up.
- This call comes before start-up, so you have the runway and the QNH in hand while you are still setting up the aircraft.
Reference: ICAO Doc 9432
Request Pushback and Startup
Use this combined surface call when an Indian airport permits pushback and engine start to be requested together. Include five operational items so the apron team and ATC have the same operating picture: allocated stand, exact passenger and crew total, security clearance, ATIS issue, and authority to move. The stand and POB support gate coordination and emergency response, while the security declaration satisfies the required pre-departure check. Giving the latest ATIS designator also enables the controller to highlight any change before thrust is authorised.
Pilot
[station], [callsign], STAND [number], PERSONS ON BOARD [number], SECURITY CHECK COMPLETE, INFORMATION [atis letter], REQUEST PUSHBACK AND STARTUP
ATC
[callsign], [station], PUSHBACK AND STARTUP APPROVED, FACING [direction], QNH [hpa]
Pilot
Hyderabad Ground, IndiGo 5231, stand Charlie one two, persons on board one four three, security check complete, information Hotel, request pushback and startup
ATC
IndiGo 5231, Hyderabad Ground, pushback and startup approved, facing west, QNH one zero zero four
Pilot
Pushback and startup approved, facing west, QNH one zero zero four, IndiGo 5231
- Present the items in the demonstrated sequence: stand, POB, security check, ATIS designator, then the request. This sequence supports clear voice processing and meets the expected DGCA examination format.
- POB means every occupant travelling on the aircraft, counting passengers and operating crew. Give the precise headcount; rescue and fire services may rely on it when assessing an emergency.
- "Security check complete" states that the applicable aircraft departure security requirements have been met. Do not make the declaration until the required checks are genuinely finished.
- Quote the designator of the ATIS copy that the crew has received, for example, "information Hotel". Should the controller hold a later issue, expect amended weather, visibility, runway, or taxi information to be passed.
- Repeat the approval, tug-facing direction and QNH exactly as granted. These details matter during tug routing and cockpit altimeter setting, where a misunderstanding can create a ground hazard.
- Some aerodromes handle the two permissions in separate calls. Follow the local published instruction; the single-call form demonstrated here is commonly taught for major Indian metropolitan airports.
- Engine start may be held because of traffic flow. If that occurs, do not move unless startup authority is given or the previous approval is formally revised. A CTOT is a timing reference, not a substitute for clearance.
Reference: DGCA CAR Section 9 Series O / ICAO Doc 9432 §4.5
Request Taxi
Use this request after pushback, or from a stand where the aircraft can move under its own power, to obtain ground routing to the runway holding position. Clearances may cover several route segments and contain hold-short or give-way instructions.
Pilot
[station], [callsign], REQUEST TAXI TO [runway]
ATC
[callsign], [station], TAXI TO [runway] HOLDING POINT VIA [taxiways], HOLD SHORT OF [location], QNH [hpa]
Pilot
Hyderabad Ground, Vistara 815, request taxi to runway zero nine right
ATC
Vistara 815, Hyderabad Ground, taxi to runway zero nine right holding point via Delta and Echo, hold short of Golf, QNH one zero zero six
Pilot
Taxi to runway zero nine right holding point via Delta and Echo, hold short of Golf, QNH one zero zero six, Vistara 815
- Repeat the full clearance, including the runway designator, every named taxiway, each hold-short or give-way restriction, and the QNH.
- Traffic subject to a GIVE WAY instruction has priority. Do not pass the marked point until you can see the aircraft and it is safe to proceed.
Reference: ICAO Doc 9432
Runway Change During Taxi
Use this surface exchange when a taxiing aircraft asks to depart from a runway other than the one assigned, often because the crosswind component on the assigned runway exceeds the applicable aircraft or operator limitation. The flight states its present taxiway and explains the operational reason. If the preferred runway is occupied, the controller may state an estimated delay, ask whether the crew accepts it, and then replace the existing taxi clearance with routing to the appropriate holding point.
Pilot
[station], [callsign], [position], REQUEST RUNWAY [number] FOR DEPARTURE DUE [reason]
ATC
[callsign], EXPECT [minutes] DELAY FOR RUNWAY [number] DUE [reason], ADVISE INTENTIONS
Pilot
Chennai Ground, Vistara 815, taxiway Alpha, request runway three zero for departure due crosswind on runway two five.
ATC
Vistara 815, Chennai Ground, expect six minutes delay for runway three zero due arriving traffic, advise intentions.
Pilot
We will accept the delay, Vistara 815.
ATC
Vistara 815, recleared to holding point runway three zero, taxi via Golf and Sierra.
Pilot
Recleared holding point runway three zero, via Golf and Sierra, Vistara 815.
- Reporting the aircraft's present taxiway lets the controller establish its exact location within the taxi system. This is especially useful when a request may alter the aircraft's holding point or route, because ATC can formulate revised instructions without leaving the crew without positional awareness.
- For a wind-related request, explain that the assigned runway is unsuitable because the crosswind exceeds the aircraft's certified limit or the operator's prescribed limit. This identifies a limitation-based need rather than a simple preference. The operating crew retains responsibility for runway selection, while ATC assesses whether traffic can be resequenced safely.
- If the requested runway is occupied, an estimated delay gives the crew a workable choice instead of an immediate refusal. ATC should also state the cause, allowing the flight team to compare the waiting time with other operational options before deciding.
- "Advise intentions" asks the flight team what it intends to do next. A response can accept the estimate, seek more information, or select an alternative if the assigned runway remains outside acceptable limits.
- "We will accept the delay" is an unambiguous acceptance of the quoted wait. It acknowledges the estimate only, and does not cancel an existing clearance, authorise runway entry, or permit departure from an uncleared surface.
- After acceptance, ATC replaces the earlier routing with a fresh clearance. The term "recleared" establishes that the newest instruction takes precedence, so the crew must follow the amended destination and taxiway sequence rather than the former plan.
- The pilot reads back the entire changed clearance, including the holding point and each named taxiway. This confirms that the revised routing was received correctly and gives ATC an immediate opportunity to correct any difference before movement continues.
- During the wait, the aircraft follows ATC's stated taxi or hold instruction. It may stay on a taxiway, stop at a named location, or be directed back to a stand, while the crew continues monitoring the assigned frequency for further messages.
- Controllers may alter traffic sequencing to accommodate a justified safety request when airport conditions allow. However, the request does not transfer responsibility for runway suitability, and an aircraft must not deviate from a clearance without further ATC instruction.
Reference: ICAO Doc 9432
Surface taxi instructions
After start-up or push-back, when moving to the holding point.
Pilot
[unit], [callsign], request taxi, information [atis].
ATC
[callsign], taxi via [taxiway route] to holding point runway [runway], QNH [qnh].
Pilot
Hyderabad Ground, Skyline 345, request taxi, information Delta.
ATC
Skyline 345, taxi via Alpha and Charlie to holding point runway two seven right, QNH one zero zero six.
Pilot
Taxi via Alpha and Charlie to holding point runway two seven right, QNH one zero zero six, Skyline 345.
- Every taxi instruction has a limit. Normally this is the holding point for the departure runway.
- Do not cross a runway unless the instruction explicitly says CROSS RUNWAY.
- Report obstacles or uncertainty early. Taxiing onto the wrong taxiway is easier to correct before the runway.
Reference: ICAO Doc 9432, 4.4
Technical Snag During Taxi
Use this exchange when a technical fault arises after the aircraft has moved onto the runway but before the takeoff roll starts. Name the occupied runway, make clear that takeoff is not possible, and ask for clearance to return to the apron. Because the aircraft continues to obstruct the runway, quick, unambiguous handling is needed until it has vacated.
Pilot
[station], [callsign], TECHNICAL SNAG ON RUNWAY [runway number], UNABLE TO DEPART, REQUEST CLEARANCE TO TAXI BACK TO THE APRON
ATC
[callsign], [station], VACATE RUNWAY [number] VIA [taxiway], TAXI TO STAND [number]
Pilot
Hyderabad Tower, Vistara 815, stopped on runway zero nine right with a technical snag, unable to depart, request clearance to taxi back to the apron.
ATC
Vistara 815, Hyderabad Tower, vacate runway zero nine right via Golf, taxi to stand two two.
Pilot
Vacate via Golf, stand two two, Vistara 815.
- "On runway zero nine right" says where the aircraft is right now and warns the controller that the runway is blocked. "Holding position" would suggest a marked holding point, and "entered the runway" describes the past rather than the present.
- Say what has happened in plain words, "technical snag", without trying to diagnose it on the radio. The detail can wait for the engineers; the controller only needs to know the aircraft will not depart.
- "UNABLE TO DEPART" gives ATC an immediate, definite reason why no takeoff will occur. It enables the controller to revise departure sequencing and, where necessary, delay arriving aircraft.
- "BACK" shows that this is a return movement connected with the runway entry. Omitting it could make the request sound like an ordinary taxi onward to the apron rather than a request to leave the occupied runway.
- In this example, GOLF is a taxiway name at Hyderabad. The ICAO alphabet should be used for letter groups when similar-sounding labels could otherwise cause confusion.
- ATC gives a definite stand so that apron sequencing and ground movements can be managed safely. Copying the stand designator accurately also reduces the risk of conflict with another aircraft or vehicle.
- Read back the safety items, the exit taxiway and the stand, then your callsign. The fault itself and the fact that you cannot depart do not need repeating.
Reference: ICAO Doc 9432
Traffic in Sight (Ground)
Use this short reply after ATC has passed you traffic information on the manoeuvring area and you have positively identified the aircraft or vehicle they mean.
Pilot
TRAFFIC IN SIGHT, [Callsign]
ATC
[traffic information passed. No further reply required once you report the traffic in sight]
ATC
VT-AIR, traffic Cessna passing left to right ahead of you on taxiway bravo
Pilot
Traffic in sight, VT-AIR
- Only say TRAFFIC IN SIGHT when you have identified the specific aircraft described. Reporting the wrong aircraft in sight is worse than saying nothing.
- If you cannot find it, say NEGATIVE CONTACT and keep looking. The controller will either update the information or hold you.
- ICAO does not use ROGER as a substitute here. The controller wants to know that you can see the traffic, not that you heard the message.
Reference: ICAO Doc 9432
Practise a call
Say it out loud
The simulator runs the flight, two voices, on a clock.
YouKochi Ground, Vistara 815, Airbus A320, stand four, ready to taxi, information Delta, cockpit checks planned after line up and wait.
ATCVistara 815, Kochi Ground, hold position, expect taxi clearance in two zero minutes.