FRTOL01What an Overhead Join Is
An overhead join is the standard UK way to arrive at an aerodrome and slot into the circuit. You fly over the top, well above the circuit, take a look, then come down on the quiet side and join downwind with everyone else.
CAP 413 calls it the preferred way to join, unless the aerodrome publishes its own joining procedure. Its big advantage is that you arrive above the circuit traffic, with time to see the windsock, the signals square, the runway in use and the other aircraft before you commit.
It isn't the only option. A Tower may tell you to join downwind or base, or approve a straight-in approach, if traffic allows. But you should be able to fly the overhead join, and say the calls for it, without thinking.
02The Join Step by Step
The CAP 413 diagram shows the aircraft arriving over the field, turning to descend on the side away from the circuit, and crossing the upwind end of the runway onto the crosswind leg. In words:
- Cross the aerodrome at 2,000 ft above its elevationThat keeps you 1,000 ft clear above a typical light-aircraft circuit.
- Work out the circuit direction, if you don't already know itFrom the signals square, the windsock and the other traffic.
- Descend on the dead side to circuit heightThe dead side is the side of the runway opposite the downwind leg. No circuits are flown there.
- Cross the upwind end of the runway at circuit heightThis is the crosswind leg. Watch for aircraft climbing out after take-off below and ahead of you.
- Turn onto the downwind legThen fly the circuit as normal: downwind, base and final.
Circuit height is set by each aerodrome and published in the UK AIP or the aerodrome's own guidance. For light aircraft it's often around 1,000 ft above the aerodrome, but always check. Be level at circuit height before you cross the upwind end.
03Before You Arrive
- Check the AIP or the aerodrome's guide for its own joining procedure, circuit height, circuit direction and noise-sensitive areas. CAP 413 says aerodromes with different procedures notify them in the UK AIP.
- Listen to the ATIS, if there is one, and note the letter so you can quote it on first contact.
- Know the type of unit. "Tower" is ATC, "Information" is AFIS, and "Radio" is air/ground. Each gives you different things, as explained below.
- Call in good time. Make your first call well before the ATZ boundary: the zone is usually 2 or 2.5 NM in radius. Our MATZ and ATZ radio calls guide explains the zone and the rules for entering it.
04Calls to a Tower (ATC)
Here's a full overhead join at an aerodrome with ATC. The examples use the callsign G-JJER and the fictional aerodrome Newbridge. All frequencies, pressures and runway numbers are made up.
First Contact
Newbridge Tower, Golf Juliett Juliett Echo Romeo, request join.
Golf Juliett Juliett Echo Romeo, Newbridge Tower, pass your message.
Golf Juliett Juliett Echo Romeo, PA-28, from Hillford, niner miles north-west of Newbridge, altitude two thousand six hundred feet, QNH one zero two two, information Delta, request join.
The Joining Instruction
Golf Echo Romeo, join overhead, runway two fower, right-hand circuit, height two thousand feet, QFE one zero one fife, report overhead.
Join overhead, runway two fower, right-hand, height two thousand feet, QFE one zero one fife, wilco, Golf Echo Romeo.
The controller shortened your callsign first, so you can too. A right-hand circuit is always specified. A left-hand one may not be, unless the direction varies.
Overhead and the Dead Side
Golf Echo Romeo, overhead.
Golf Echo Romeo, report downwind. Traffic is a Cessna 152 late downwind.
Wilco, looking for the traffic, Golf Echo Romeo.
Golf Echo Romeo, descending deadside.
Downwind and Final
Golf Echo Romeo, downwind.
Golf Echo Romeo, number two, follow the Cessna on base.
Number two, traffic in sight, Golf Echo Romeo.
Golf Echo Romeo, final.
Golf Echo Romeo, runway two fower, cleared to land, surface wind two tree zero degrees one two knots.
Runway two fower, cleared to land, Golf Echo Romeo.
If you've passed the downwind end of the runway before you could call, report "late downwind" instead. If you're asked to report base, do so. If you turn final more than 4 NM out, the report is "long final", followed by "final" at 4 NM. With no landing clearance by short final, go around.
05Calls to Information (AFIS) and Radio (Air/Ground)
Neither an AFIS officer nor an air/ground operator can give you a joining instruction or a landing clearance. They pass information, and you tell them what you're doing.
AFIS: "Information"
Newbridge Information, Golf Juliett Juliett Echo Romeo, PA-28, from Hillford, niner miles north-west, altitude two thousand six hundred feet, QNH one zero two two, inbound to land.
Golf Echo Romeo, runway two fower, right-hand, QFE one zero one fife, two aircraft in the circuit.
Runway two fower, right-hand, QFE one zero one fife, joining overhead, Golf Echo Romeo.
Golf Echo Romeo, overhead, descending deadside.
Golf Echo Romeo, downwind.
Golf Echo Romeo, final.
Golf Echo Romeo, runway two fower, land at your discretion, surface wind two tree zero degrees one two knots.
Roger, Golf Echo Romeo.
"Land at your discretion" isn't a clearance. It means the FISO knows of nothing to stop you, and the decision is yours. Requests to report positions aren't instructions either, but most pilots comply.
Air/Ground: "Radio"
Newbridge Radio, Golf Juliett Juliett Echo Romeo, PA-28, seven miles north-west, altitude two thousand fower hundred feet, request join.
Golf Echo Romeo, Newbridge Radio, runway two fower right-hand, QFE one zero one fife, traffic is a Cessna 152 in the circuit.
Runway two fower right-hand, QFE one zero one fife, Golf Echo Romeo.
Golf Echo Romeo, overhead joining for runway two fower.
Golf Echo Romeo, roger.
At an unattended aerodrome with no radio service, you make the same reports as broadcasts to "Newbridge Traffic" on the published frequency or SAFETYCOM. Nobody answers, and the calls give you no right of way.
06What to Read Back
Read back anything that tells you where to go, how high to fly or what to set, plus squawk codes, frequency changes and the type of service. Sequence numbers aren't mandatory read-back items, but repeating them is good practice. Finish every read-back with your callsign.
- The joining instruction, such as "join overhead"
- The runway in use
- The circuit direction, if given
- The pressure setting (QFE or QNH)
- Any height or level you're given
- "Cleared to land", with the runway
- Conditional clearances, in full
Surface wind and traffic information are not read back, but say "traffic in sight" or "looking" so the controller knows. A QFE below 1,000 hPa is read back with "hectopascals". The full list is in our CAP 413 phraseology guide.
07Common Mistakes
- Descending on the live side, straight into the downwind traffic.
- Arriving overhead at circuit height instead of 2,000 ft above the aerodrome.
- Crossing the upwind end still descending, on top of aircraft climbing out.
- Forgetting to set the QFE you just read back, then flying the circuit at the wrong height.
- Missing the circuit direction from the read-back, or flying the wrong one.
- Treating "land at your discretion" as a clearance, or waiting for a clearance from "Information" or "Radio" that will never come.
- Saying "joining downwind" when you were told to join overhead.
08Joining in the Practical Test
Almost every FRTOL practical test ends with a rejoin at the destination, and an overhead join is a common one.
The examiner wants a clean first call with the details in the right order, a full read-back of the joining instruction and pressure setting, the right circuit reports at the right times, and the correct reply to whatever type of unit they're playing. Changing from "Tower" to "Information" wording catches people out, so practise both. Numbers in the calls follow our aviation phonetic alphabet guide.
If you were on London Information en route, remember to tell them you're leaving the frequency before you call the aerodrome. If you were under a Basic or Traffic Service from a radar unit, the same applies. And if the radio fails on arrival, the radio failure procedure explains how to join and land using light signals. Keep the Mayday and Pan call order fresh too: the emergency can come at any point, including in the circuit.
09Overhead Join Questions
What height is a standard overhead join?
You cross the aerodrome 2,000 ft above its elevation, then descend on the dead side to circuit height. Some aerodromes publish their own joining procedure in the UK AIP, which takes priority, so check before you go.
What is the dead side of the circuit?
The side of the runway opposite the downwind leg. In a left-hand circuit, the dead side is on your right as you look along the runway in the landing direction. Nobody flies circuits there, so it's the place to lose height.
Do I need to report overhead?
Report overhead if you're asked to, and at most aerodromes it's a sensible call anyway because it tells other pilots where you are. Downwind and final are the standard circuit reports.
What do I read back when told to join overhead?
The joining instruction, the runway, the circuit direction if given, and the pressure setting, followed by your callsign. Surface wind and traffic information are not read back, though you should say when you have the traffic in sight.
Can an AFIS or air/ground unit tell me to join overhead?
No. A FISO or air/ground operator gives you the runway, the pressure setting and traffic information, and you choose how to join. You tell them what you're doing, for example that you're joining overhead.
10Official Sources
This guide is a summary. Joining procedures vary between aerodromes, so check the current documents for the one you're visiting.
This guide and the FRTOL app aren't approved by or affiliated with the UK CAA, and they don't replace your instructor or the official documents. Example calls are illustrative. Checked against CAP 413 (edition 24) in November 2026.