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 . . .

[Ibra]

On 12/3/2025 at 1:15 PM, Lax291 said:

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 was taught the same, I think it's an airline SOP.

The funny bit is that I keep reminding myself even when flying cubs & gliders into ATC airports.

Just like "3 greens" when putting Mooney landing gear down, there is no way I would get "2 greens" like I had in the Arrow once 

Edited December 16, 2025 by Ibra

[Will.iam]

4 things i always mentally check when crossing 1000ft agl

stable

before landing checklist complete

missed approach altitude set

cleared to land. 
 

The last one sometimes is not complete by the time I’m passing 1000 but is a good reminder to call tower for the clearance.
has worked for every company rnav and loc procedure whether Boeing airbus McDonnell Douglas beechcraft   i have worked for and ga

[Hank]

18 minutes ago, Will.iam said:

4 things i always mentally check when crossing 1000ft agl

stable

before landing checklist complete

missed approach altitude set

cleared to land. 
 

The last one sometimes is not complete by the time I’m passing 1000 but is a good reminder to call tower for the clearance.
has worked for every company rnav and loc procedure whether Boeing airbus McDonnell Douglas beechcraft   i have worked for and ga

I write the approach I'm given, and Cleared to Land, on the notepad error that I record frequency changes, route and reroutes on.

Easy. Simple.

The Pre-Landing Checklist is silkscreened and illuminated on my panel, by the factory. 

Easier. Simplest. Right below the gear switch.

I'm a big fan of the KISS principle, just not the band.

[hazek]

Saying out loud what comes next is another strategy. "Descent checklist completed, next up before landing checklist", "Before landing checklist completed, landing clearance to go." I find when I'm on my game, well ahead of the plane, telling myself what comes next it somehow all flows much easier, it requires a bit of discipline but I find it worthwhile.

[Jim Peace]

On 12/3/2025 at 3:00 PM, Slick Nick said:

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. 

I do something similar but use the nose taxi light for landing clearance....all worked good until early this morning landing the 757 before sunrise when the tower was not opened yet....I thought it was a bit darker for the landing...then realized I never had that extra light on and the reasons why......

[Hank]

On 12/3/2025 at 2:00 PM, Slick Nick said:

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. 

I have only two lights to turn on. The landing light is always on (I literally never flip the switch since installing the LED), and now ADS-B Out requires my Nav Lights to be on.

So I write down my clearances, which also makes a handy reference. 

[wombat]

My thoughts (that nobody asked for):

There are many possible acceptable methods and this is one of them.

More important than what method you use is that you use the same method consistently. 

[Jackk]

Landing lights when cleared for the approach, taxi on for landing clearance 

 

But for my personal flying I’d rather just avoid towered airports 

[skykrawler]

Interesting idea for single pilot ops...

https://www.missionarybushpilot.com/buddycheck?srsltid=AfmBOorbfMRzMvzOQ1mz7DyYsSBqWfGSg9s5yHSzyoecER9foPk4qwye

Or use the digital checklist in Foreflight or Pilot.