How do I request radar vectors to final from ATC?

In real-world aviation, request radar vectors to final by telling approach control your callsign, altitude, ATIS code and the instrument approach you want: “Metro Approach, G-ABCD, descending to 4,000 feet, information Golf, request radar vectors for the ILS runway 27.” Make the request early; ATC may approve it, amend it or say unable.

What should I say when requesting vectors to final?

Use “request vectors for [approach] runway [number]” rather than merely asking for “final”. Naming the approach removes any doubt at airports with several runways or different procedures serving the same runway.

A complete initial call might be:

Metro Approach, G-ABCD, descending to 4,000 feet, information Golf, request radar vectors for the ILS runway 27.

If ATC already has your altitude and confirms that you have the airport information, shorten it to:

G-ABCD, request vectors for the ILS runway 27.

For an RNAV, VOR or visual approach, replace ILS with the appropriate approach type. Exact wording differs between countries, but the essential information is the same: callsign, requested approach and runway.

When should I request radar vectors?

Ask on initial contact with approach control, or as soon as it becomes clear that your existing arrival clearance will not provide the vectoring you want.

1. Prepare the approach. Obtain the weather and airport information, identify the expected runway, brief the chart and check that the aircraft is suitably equipped.
2. Check in normally. Give your callsign, present altitude or level, cleared altitude and ATIS code where applicable.
3. State the request once. Specify vectors and the full approach name rather than giving ATC a lengthy explanation.
4. Continue your existing clearance. A request is not an instruction. Remain on the assigned route, STAR, heading and altitude until ATC changes them.

Requesting early gives the controller time to fit the aircraft into the arrival sequence. Our explanation of how controllers construct departure and approach vector sequences covers what is happening on the radar side.

What does a vectors-to-final clearance permit?

Radar vectors authorise you to fly the assigned headings and altitudes; they do not by themselves clear you for the instrument approach or for landing.

A typical sequence could be:

G-ABCD, turn right heading 240, descend to 3,000 feet.

Near final, ATC might then say:

G-ABCD, turn left heading 270, maintain 3,000 feet until established, cleared ILS runway 27 approach.

Read back the heading, altitude restriction and approach clearance. Once established on the final approach course and cleared for the approach, follow the published procedure and vertical guidance. If ATC has only told you to fly a heading or intercept the localiser, remain at the assigned altitude until an approach clearance or another descent instruction is received.

The controller normally aims to intercept the final approach course outside the final approach fix with manageable geometry. For the practical handling of each instruction, see our guidance on reading back and flying IFR headings and altitudes.

An approach clearance is also separate from a landing clearance. Tower must still clear the aircraft to land unless local procedures provide another explicit clearance.

Can ATC refuse radar vectors to final?

ATC can say “unable” or assign a different arrival when vectoring is unavailable or would disrupt traffic.

• The facility may lack suitable radar coverage or may be operating under non-radar procedures.
• Traffic volume, restricted airspace or controller workload may prevent the requested sequence.
• The requested runway or approach may be unavailable because of weather, maintenance or the active traffic flow.
• ATC may require you to fly a full procedure, proceed directly to an initial approach fix or remain on the STAR.

Acknowledge the response and ask for a workable alternative, such as direct to an initial approach fix, a different approach or a delay vector. If the runway is the real problem, follow the same concise method used when asking ATC for another landing runway.

What if the vector is too high, too close or crosses final?

Tell ATC immediately rather than forcing an unstable intercept or turning away from an assigned heading without clearance.

• If final is approaching and no intercept or approach clearance has been issued, report approaching the localiser, confirm intercept.
• If the assigned heading carries you through final, continue the clearance while promptly querying the controller unless safety requires immediate action.
• If the aircraft is too high or close to stabilise, say unable approach from this position, request another vector.
• If an approach has already become unstable, execute the appropriate missed-approach or go-around procedure and advise ATC.

A mistake we see constantly in simulators is turning early to “save” an awkward intercept. That can create a conflict because the controller expects the aircraft to remain on the assigned heading.

Should I activate vectors-to-final in the GPS?

Load the complete approach first and avoid activating the avionics’ vectors-to-final function before ATC has committed to vectoring you onto final.

On many GPS and FMS implementations, activating vectors-to-final removes or bypasses the selected transition and intermediate fixes. If ATC then clears you directly to an approach fix, you may have to reload or reconstruct the approach. Activate the appropriate final leg only when the clearance and intercept geometry are clear, and never let the programmed course override an ATC heading.

Does the request work differently under VFR or in a simulator?

A VFR pilot can request vectors for a visual or practice instrument approach, but the request does not automatically create an IFR clearance.

Unless ATC explicitly issues an IFR clearance, the pilot must remain VFR and retain the applicable terrain, cloud and visibility responsibilities. A useful call is request practice ILS runway 27, maintaining VFR.

Offline flight-simulator ATC may support only the requests shown in its communication menu, so free-form phraseology may not change the assigned route. Human-controlled simulation uses essentially the same concise request as real-world ATC. For the surrounding planning and clearance workflow, our practical overview of flying IFR in a flight simulator explains how arrivals, vectors and instrument approaches fit together.