Landing Clearance Reminder Technique

[Lax291]

Watched a video from "The Challenger Pilot" the other day and noticed he used a technique to confirm if he received a landing clearance.  Taxi light off means no clearance received, light turned on indicates clearance received. 

Thought this was a simple but effective way to capture and remind oneself of the clearance. 

Wondering if this is an airline SOP? Do others use this technique and like it? Any pitfalls to be aware of if I start using it?

[Jackk]

Some of the heavy aircraft I’ve flown use the same method

 

 crossing FL180 we’d put some lights on 

 

 on approach the next set 

 

cleared to land taxi 

[midlifeflyer]

There are a variety of these techniques. If you feel you need one and this works for you, do it. I can’t see a downside to a reminder, although you might consider it part of a short final sequence confirming both cleared to and ready (gear, prop, etc) to land.

[MikeOH]

Hmm, doesn't work so well when you only have a landing light.  Which I have on from takeoff to landing.

I've never had an issue with a simple, "Confirm Mooney XXX cleared to land runway YY" request if I'm a bit unsure.

[Slick Nick]

It’s a big jet thing. In every Boeing / Airbus I’ve flown, landing lights on at 10, turnoffs on with approach clearance, and taxi on with landing clearance. Makes it easy to confirm with a quick glance up to the switches on final that you’re clear to land. 

[Rick Junkin]

8 hours ago, Lax291 said:

Watched a video from "The Challenger Pilot" the other day and noticed he used a technique to confirm if he received a landing clearance.  Taxi light off means no clearance received, light turned on indicates clearance received. 

Thought this was a simple but effective way to capture and remind oneself of the clearance. 

Wondering if this is an airline SOP? Do others use this technique and like it? Any pitfalls to be aware of if I start using it?

I read something similar a number of years ago and incorporated it into my flow. The taxi light comes on when cleared for the approach, landing light comes on when cleared to land. In fact when I replaced my panel I moved the taxi and landing light switches next to the boost pump switch and use them as a physical “checklist” before landing. Works for me. I do the same kind of thing when VFR into a non-towered field. Taxi light on with first CTAF call, landing light on when entering the pattern. It keeps the habit pattern consistent.

 

[Max Clark]

Reminded me of this:

https://www.missionarybushpilot.com/buddycheck?srsltid=AfmBOoqK2XJHq_feueIa596u1xcZCqm4n22HjdZawL34Xy2AhlSbO1Nv

Simple box with switches on the dash

[GeeBee]

This is from the Chief of the ATL tower. "If we don't clear you to land, bring it on in, we know you are coming". I was a little taken aback but one day I was at DFW, the tower controller was talking a mile a minute. Could not get a word in edgewise. I could see she was having a/c hold short of the runway I was lining up on and it was VMC with the runway totally clear. I went ahead and landed. As I was rolling out she said, "Thank you soooo much, turn right contact ground". Would I do that CAT III? No, but under those conditions, the frequency is relatively quiet. The fact is, a go around usually sparks some paper work for the tower that they don't want to do unless you initiated the go around for your own reason such as training. If they forget to clear you to land, and you go around, that's on them and they don't like paperwork anymore than you do.

[midlifeflyer]

1 hour ago, GeeBee said:

This is from the Chief of the ATL tower. "If we don't clear you to land, bring it on in, we know you are coming". I was a little taken aback but one day I was at DFW, the tower controller was talking a mile a minute. Could not get a word in edgewise. I could see she was having a/c hold short of the runway I was lining up on and it was VMC with the runway totally clear. I went ahead and landed. As I was rolling out she said, "Thank you soooo much, turn right contact ground". Would I do that CAT III? No, but under those conditions, the frequency is relatively quiet. The fact is, a go around usually sparks some paper work for the tower that they don't want to do unless you initiated the go around for your own reason such as training. If they forget to clear you to land, and you go around, that's on them and they don't like paperwork anymore than you do.

There are risks associated with being wrong, but there are several scenarios where doing what is reasonably expected in the situation is the answer, even if technically against the rules. 

[Andy95W]

I went on a tower tour in DTW about 25 years ago.  Similar to GeeBee, the tower supe said that if you’re in line with a bunch of other airplanes and you’re cleared for the approach, please just land and don’t worry if you had a clearance.  A few years later it happened to me and we landed without a landing clearance.  The tower controller told us “turn right, contact ground, cleared to land.”  Thank God for common sense.

[Hank]

21 minutes ago, Andy95W said:

I went on a tower tour in DTW about 25 years ago.  Similar to GeeBee, the tower supe said that if you’re in line with a bunch of other airplanes and you’re cleared for the approach, please just land and don’t worry if you had a clearance.  A few years later it happened to me and we landed without a landing clearance.  The tower controller told us “turn right, contact ground, cleared to land.”  Thank God for common sense.

On a hurricane relief relief flight, I was going to RDU to load up in the morning, with a lot of other people. I was vecfored 20 nm north, still at 7500 msl, before being turned back toward the field and "cleared to land, number 8." 

Whatever, it worked. Although descending 7000 feet on a 20 nm final approach leg was a bit unusual . . .