Yes—pilots can request a different landing runway from ATC. Learn when ATC may refuse, the correct radio wording and what to do if it is unsafe.
Yes. In real-world aviation, pilots may request a different landing runway from ATC at any time, preferably before the approach is established. ATC will approve it only if traffic, runway availability and local procedures allow. If the assigned runway is unsafe for the aircraft, the pilot should state “unable” and request another.
ATC normally assigns the runway that fits the airport’s traffic flow, but that assignment does not certify that the runway is suitable for every aircraft. The pilot remains responsible for wind limits, landing distance, runway condition, approach minima and company requirements. We cover those considerations in our detailed breakdown of landing-runway selection.
The runway announced on ATIS is the runway in use, not a guarantee that every pilot must or will receive it. Likewise, hearing “expect Runway 27” is not an approach clearance or a clearance to land.
How should pilots request another runway?
Pilots should make the request as early and as briefly as possible, normally with approach control before vectors or an approach clearance have committed the flight to the original runway.
- Ask early: make the request on initial contact when the ATIS or arrival information reveals an unsuitable runway.
- Name the runway and reason: a short reason such as crosswind, landing performance or approach minima helps ATC judge the request’s priority.
- Confirm the response: listen for the actual runway assignment, amended approach clearance and any vectors, delay or sequencing instructions.
Exact radio phraseology varies by country and operator, but these concise forms communicate the distinction between a preference and an operational limitation:
| Situation | Example wording |
|---|---|
| Runway preference | “Approach, G-ABCD, request Runway 27 if available.” |
| Assigned runway cannot be accepted | “Unable Runway 18 due landing performance; request Runway 27.” |
| Change is too late for a stable approach | “Going around; request Runway 27 for the next approach.” |
A request made on short final may require a go-around and re-sequencing. Pilots should not rush a runway change simply to avoid delay.
Can ATC refuse a runway request?
Yes, ATC may refuse a requested runway when it cannot be used safely or accommodated within the traffic flow.
- The runway is closed, occupied or restricted.
- An opposite-direction landing would conflict with departing or arriving traffic.
- Wake-turbulence spacing or airport capacity makes the request impractical.
- The required instrument approach or runway equipment is unavailable.
- Noise-abatement procedures or an established runway-use programme restrict routine use.
- Emergency traffic, maintenance or poor surface conditions affect availability.
A convenience request, such as asking for a shorter taxi, can simply be declined. The pilot may then accept the assigned runway or accept a delay. If the reason involves safety or aircraft performance, the correct response is not reluctant acceptance but a clear “unable”. Our explanation of how ATC responsibilities differ from pilot decisions gives more context on that division of authority.
What should a pilot do if the assigned runway is unsafe?
A pilot should reject any runway assignment that cannot be used within aircraft, operator or personal safety limits.
State “unable”, give a concise reason and advise what runway or alternative is acceptable. ATC may offer delay vectors, holding, a different approach or another runway. If no acceptable option exists, the crew may need to divert; fuel planning still limits how long it can wait.
At a controlled aerodrome, the pilot must not turn towards or land on another runway without an amended clearance. If the situation becomes urgent, the pilot should declare the appropriate urgency or emergency rather than treating it as an ordinary runway preference.
What changes after ATC approves the request?
An approved runway change requires a fresh approach and landing review rather than a simple change of heading.
The crew must check the new approach procedure, frequency, final course, minima, missed-approach instructions, runway dimensions, surface condition and landing performance. Any new clearance must be read back as required, and a separate landing clearance is still needed at a controlled airport.
Last-minute runway changes are a common route to runway confusion and unstable approaches. If there is insufficient time to brief, configure and stabilise the aircraft, the safe response is to go around. Simulator pilots can rehearse the same workload using our guidance on practising IFR clearances and approach changes in a flight simulator.