IFR en route & arrival

2026-09-27

What to say and what to expect from level-off to engine shutdown: handoffs, altitude and route changes, speed, weather, holding, STARs, approaches, missed approaches, landing and canceling IFR. It continues the flight from IFR departure. The alphabet, readback rules and phrase dictionary are in fundamentals; failures are in emergencies & lost comms.

Terms

Term	Meaning
handoff	one controller passes you to the next: "contact (facility) (frequency)"
TRACON / center	approach control (NorCal Approach) handles the terminal area; a center (Oakland Center) handles the en route airspace between them
pilot's discretion	climb or descend when you like, at any rate, but you can't go back to an altitude you've left
EFC	expect further clearance time: when you should hear more if held; also your lost-comms timing
STAR	standard terminal arrival: a published route from the en route structure to the approach area
descend via	fly the STAR's path and its published speed and altitude restrictions down to its bottom altitude
established	stable on the course or segment you were cleared for (P/CG)
IAF / IF / FAF	initial, intermediate and final approach fixes on the approach chart
visual approach	IFR clearance to fly visually to the airport; needs the airport or preceding aircraft in sight
contact approach	IFR clearance to leave the approach and fly visually below the clouds; only when you ask
circling	an approach flown to one runway, then a visual maneuver to land on another

The example flight, continued

Cirrus SR22 N45CD, KSJC → SUNOL ONE, Sacramento transition → SAC VORTAC → KSAC, filed 6,000 ft.

Item	Value
en route	SUNOL → SAC VORTAC on SAC R-177 (V334, MEA 5,000); NorCal Approach the whole way (a short hop under one TRACON)
approach	ILS or LOC RWY 2, KSAC: LOC I-SAC 110.3, course 019°; IAF COUPS (SAC 9 DME) and SAC VORTAC; IF TERUY (SAC 6.1); 1,500 ft from TERUY; DA 294 ft (½ SM)
missed approach	climb to 600, then climbing left turn to 1,600 direct SAC VORTAC and hold
frequencies	KSAC ATIS 118.075 · NorCal Approach 125.25 (127.4 north-east) · Executive Tower 119.5 · ground 125.0
tower hours	Class D 0600–2100 local; otherwise Class E, CTAF 119.5, the ILS unmonitored, clearance by phone 916-361-6874
on a longer leg	you'd go NorCal → Oakland Center → NorCal; the calls are the same, only the facility name changes

Handoffs and check-ins

When	Who / freq	You say	Expect from ATC	You read back / do
told "contact NorCal Approach one two five point two five"	current controller	"Two five point two five, Cirrus five charlie delta."	nothing	switch now, unless told "at (fix, time or altitude)"
on the new frequency, after listening for a gap	NorCal Approach 125.25	level: "NorCal Approach, Cirrus five charlie delta, six thousand." Climbing or descending: "… five thousand two hundred, descending to four thousand."	"Cirrus five charlie delta, NorCal Approach, Sacramento Executive altimeter three zero zero one." Or: just "roger". Or: new instructions right away.	set the altimeter (reading it back is optional); read back any altitude, heading or route
center handoff on a longer flight	Oakland Center	"Oakland Center, Cirrus five charlie delta, level eight thousand."	"Cirrus five charlie delta, Oakland Center, roger."	nothing
no reply after two calls about a minute apart	the old frequency	"NorCal, Cirrus five charlie delta, no contact on two five point two five."	a different frequency	try it; see lost comms if nothing works

Level calls use "level"; in a climb or descent give the altitude you are leaving (nearest 100 ft) and the one you are going to (AIM 5-3-1).
With "change to my frequency one two five point two five" it is the same controller: "Two five point two five, Cirrus five charlie delta", then a short call on the new frequency.
Report without being asked (AIM 5-3-3): leaving an assigned altitude; unable to climb or descend at 500 fpm or more; a missed approach; true airspeed 5% or 10 kt off the filed value; any nav or radio failure (91.187); unforecast weather (91.183).

If ATC says…

"Cirrus five charlie delta, say altitude." Indicated altitude to the nearest 100 ft: "Five thousand nine hundred, Cirrus five charlie delta." Your Mode C may disagree with you.
"Verify at six thousand." Confirm, or state what you are actually at. Don't move to the altitude they said.
"Radar contact lost." Start position reports over compulsory points; expect it back soon.
Someone else's call sign that sounds like yours. Don't answer; if unsure, ask "Was that for Cirrus five charlie delta?"

Altitude changes

ATC says	It means	Read back / do
"climb and maintain eight thousand" / "descend and maintain four thousand"	start now; best rate to the last 1,000 ft, then 500–1,500 fpm (AIM 4-4-10)	"Descend and maintain four thousand, Cirrus five charlie delta"
"descend at pilot's discretion, maintain four thousand"	start when you like; you can level off in between, but not climb back	read back; tell ATC "leaving six thousand" when you start
"cross SAC VORTAC at or above four thousand, descend and maintain three thousand"	meet the crossing restriction however you like, then the rest at the normal rate	read back both altitudes in order
"descend now to four thousand, then at pilot's discretion maintain three thousand"	the first part is immediate	read back
"expedite descent through five thousand"	best rate; there's traffic	"Expediting" or "unable"
"amend altitude, maintain five thousand"	pilot's discretion is canceled; the new altitude wins	read back
"Sacramento altimeter three zero zero one"	set it	reading it back is optional but common
"expect lower in five miles" / "unable lower due traffic"	not a clearance	"Roger"
"maintain block five thousand through seven thousand"	any altitude in the block	read back

A clearance with "maintain" alone cancels published SID/STAR altitude restrictions (7110.65 4-5-7).
Ask for a change before you need it: "Cirrus five charlie delta, request eight thousand" (or "request lower").

Direct-to, reroutes and vectors

ATC says	It means	Read back / do
"cleared direct Sacramento VORTAC"	go straight there; a new route	"Direct Sacramento, Cirrus five charlie delta"
"fly heading three three zero, vector for traffic"	radar vector; ATC gives the reason	read back the heading, turn at once in the shortest direction unless told left or right
"turn left heading three three zero"	the direction is part of the instruction	read back "left three three zero"
"fly present heading"	keep the heading you're on	say the heading back
"three miles south of SUNOL, resume own navigation"	vectors are over; navigate yourself on the cleared route	"Resume own navigation, Cirrus five charlie delta"
"fly heading three six zero, when able proceed direct Sacramento"	fly the heading until your navigator can go direct, then turn	read back and turn when able
"proceed direct SUNOL, resume the SUNOL One departure"	rejoin a procedure	read back; the procedure's restrictions apply again only if ATC restated "climb via" or "descend via"
"advise ready to copy" (reroute coming)	a new route that won't fit in one line	"Ready to copy"; write it, read it back, load it, then check it against the chart

Speed

ATC says	Read back / do
"say airspeed"	"One six five knots, Cirrus five charlie delta" (indicated)
"maintain one six zero knots"	hold it ±10 kt; read back
"maintain one six zero knots or greater" / "do not exceed one four zero knots"	read back
"maintain maximum forward speed" / "slowest practical speed"	read back and fly it
"reduce speed to one four zero knots, then descend and maintain three thousand"	slow first, then descend
"resume normal speed"	the restriction is gone

Speeds are indicated airspeed in 5 or 10 kt steps. Within 20 miles of the runway ATC won't normally ask a piston aircraft for less than 150 kt; if a speed doesn't suit your aircraft, say "unable" (AIM 4-4-12).
An SR22 approaches at 90–120 kt: tell approach if you'll be much slower than the traffic around you.

Weather deviations and PIREPs

When	You say	Expect from ATC	Do
a cell or buildup ahead	"Cirrus five charlie delta, request two zero degrees left for weather."	"Deviation two zero degrees left approved, when able proceed direct Sacramento and advise." Or: "deviation north of course approved, advise clear of weather." Or: "unable, traffic, turn right heading zero two zero."	read back; turn back or go direct when clear, and say so
on a climb/descend-via procedure	as above	"deviation approved, maintain six thousand, expect to resume the STAR at (fix)"	a deviation takes you off the procedure; you fly the assigned altitude only
you hit ice, turbulence, tops or unforecast weather	a PIREP (below)	"Thanks for the report"	tell them without being asked (91.183)
ATC asks "say flight conditions"	"In the clouds, light rime" or "between layers"	nothing	answer, then ask for what you need ("request lower")

PIREP order (AIM 7-1-18): location, time (UTC), altitude, aircraft type, then any of sky cover, weather and visibility, temperature, wind, turbulence, icing, remarks.

"NorCal, Cirrus five charlie delta, PIREP: over SUNOL at one eight four zero, six thousand, SR22, tops five thousand
 five hundred, outside air temperature minus two, light rime icing in the climb from four thousand to five thousand five hundred."

Holding

What ATC must give when the hold isn't charted (7110.65 4-6-4, AIM 5-3-8):

Order	Item	Example
1	clearance limit (holding fix)	"cleared to Sacramento VORTAC"
2	direction of holding from the fix (8 compass points)	"hold southwest"
3	radial, course, bearing or airway to hold on	"on the two one zero radial"
4	leg length in miles if DME/RNAV (minutes on request)	"five mile legs"
5	turn direction, only if left turns	"left turns"
6	EFC, plus a time check	"expect further clearance one niner one five, time one eight five two"

When	Who / freq	You say	Expect from ATC	You read back / do
ATC tells you a delay is coming (at least 5 minutes before the fix)	NorCal 125.25	nothing, or "ready to copy holding"	the six items above. Or, for a charted hold: "hold southwest as published" → hold as on the chart. Or: "cleared to (fix), no delay expected" → no EFC, keep going.	read back fix, direction, radial, legs, turns and EFC; note the time
3 minutes from the fix	none	nothing	nothing	slow to your holding speed (at or below 200 KIAS up to 6,000 ft, 230 up to 14,000)
entering the hold	same	"Cirrus five charlie delta, entering the hold at Sacramento, five thousand, (time)."	"Roger."	report time and altitude at the fix (AIM 5-3-8)
no holding instructions and you're nearly at the limit	same	"Cirrus five charlie delta, two minutes from Sacramento, request holding instructions."	the six items	if you still have none, hold standard (right turns) on the inbound course and ask again
cleared out of the hold	same	"Cirrus five charlie delta, leaving Sacramento."	new clearance or approach clearance	report leaving the fix

If ATC says…

"Delay indefinite, weather below minimums, expect further clearance two zero three zero." Work out fuel to 2030 plus your alternate now. If it doesn't work, say so early ("minimum fuel" or divert).
"Anticipate additional two zero minute terminal delay." Planning information only; it is not your lost-comms time (the EFC is).
"Hold as published" on a fix with no pattern on your chart. Ask for full instructions; ATC must give them when asked.

STARs and descend via

STAR type	Example	What ATC says	Your check-in on the next frequency
conventional, only MEAs, "expect vectors"	TUDOR TWO into KSMF	"cleared TUDOR Two arrival", then "descend and maintain …" step by step	the normal "leaving … descending to …"
RNAV with published crossing restrictions	SUUTR FOUR into KSMF (cross FOOLZ at FL210, AMADR at 9,000 …)	"descend via the SUUTR Four arrival, landing south"	"… leaving flight level two four zero, descending via the SUUTR Four arrival, landing south"
a changed bottom altitude	same	"descend via the SUUTR Four arrival, except after PNNEN maintain one two thousand"	"… leaving (altitude) for one two thousand, descending via the SUUTR Four arrival"
cleared direct to a fix on it	same	"proceed direct AMADR, then descend via the SUUTR Four arrival"	as above

Until you hear "descend via", keep your last assigned altitude, even on the STAR (AIM 5-4-1).
"Descend via" lets you descend at your discretion to meet each restriction and adjust speed for the published speed limits.
A vector or deviation off a STAR takes you off it: fly the assigned altitude until told to resume (7110.65 4-5-7).
On a short piston flight like KSJC → KSAC a STAR is unlikely; NorCal usually vectors you straight to the approach.

Approach

When	Who / freq	You say	Expect from ATC	You read back / do
about 30 NM out, before the handoff to approach if you can	KSAC ATIS 118.075	nothing (listen)	letter, weather, "ILS runway two approach in use", altimeter	note the letter; brief the ILS, minimums and missed approach
first call to approach	NorCal Approach 125.25	"NorCal Approach, Cirrus five charlie delta, six thousand, information Bravo, request the ILS runway two."	"Cirrus five charlie delta, NorCal Approach, expect vectors ILS runway two approach, Sacramento Executive altimeter three zero zero one." Or: "expect visual approach runway two" → ask for the ILS if you want it.	read back the altimeter; "Wilco" to "expect"
ATC starts the descent and vectors	same	read backs only	"descend and maintain two thousand" then "turn left heading three three zero, vector ILS runway two final approach course"	read back; don't turn onto final without an approach clearance
final vector (7110.65 5-9-4: position, heading, altitude until established, clearance)	same	read back	"Cirrus five charlie delta, four miles from TERUY, turn right heading three six zero, maintain two thousand until established on the localizer, cleared ILS runway two approach."	"Right three six zero, two thousand until established, cleared ILS runway two approach, Cirrus five charlie delta." Once established, fly the chart: 2,000 to TERUY, then 1,500 to the glideslope.
on the localizer, before the FAF	same	nothing	"Cirrus five charlie delta, contact Executive Tower one one niner point five."	"Tower, Cirrus five charlie delta." Switch.
first call to tower	Executive Tower 119.5	"Executive Tower, Cirrus five charlie delta, ILS runway two, TERUY inbound."	"Cirrus five charlie delta, Executive Tower, runway two, wind zero three zero at eight, cleared to land." Or: "continue, number two following a Bonanza on a two-mile final."	"Runway two, cleared to land, Cirrus five charlie delta."

Approach clearance variants

ATC says	It means
"cleared ILS runway two approach" (with a vector)	intercept and fly the approach from where the vector joins it; keep the assigned altitude until established
"cleared direct COUPS, cross COUPS at or above two thousand, cleared ILS runway two approach"	fly to the IAF yourself and fly the approach from there
"cleared straight-in ILS runway two approach"	skip the course reversal (the hold at SAC); needed whenever ATC doesn't want it flown
"cleared localizer runway two approach"	the chart title has "or LOC": fly the LOC minimums (MDA 380 ft)
"cleared ILS runway two approach, glideslope unusable"	fly it with LOC minimums
"cleared approach"	any published instrument approach at the airport; not a visual or contact approach
"cleared ILS runway two approach to Sacramento Executive"	the airport is named because the tower is closed
"cleared ILS runway two approach, circle to runway two zero"	fly the ILS to the circling MDA, then circle; only given where a tower is operating
"cancel approach clearance, fly heading …, maintain …"	the approach clearance is gone; fly the new instructions

Visual and contact approaches

Type	Who can start it	Weather	Phrase	Notes
visual approach	ATC or you ("request visual approach")	ceiling ≥ 1,000 ft, visibility ≥ 3 SM at the airport	ATC: "Sacramento Executive is at twelve o'clock, eight miles, report it in sight." You: "Airport in sight, Cirrus five charlie delta." ATC: "cleared visual approach runway two."	at a closed-tower airport the clearance is to the airport, no runway; no missed approach segment: a go-around is handled by tower or you land as soon as possible
contact approach	only you, ATC can't offer it	ground visibility ≥ 1 SM reported; you clear of clouds with ≥ 1 SM flight visibility	You: "Request contact approach." ATC: "cleared contact approach, at or below two thousand five hundred, if not possible, (alternative), and advise."	only to an airport with an instrument approach; you take over obstacle clearance

Near KSAC, KSMF is 12 NM north-west and Mather and McClellan are close: make sure the airport you report is the one ATC described (7110.65 7-4-3).

If ATC says…

"Expect vectors across the final approach course for spacing." You'll cross the localizer: don't turn onto it.
Nothing, and you're about to fly through the localizer. Ask: "Cirrus five charlie delta, crossing the localizer, no approach clearance."
"I show you left of the final approach course." Correct, and say "correcting" (or report the problem).
"Two miles from the airport, one mile right of course, say intentions." You are off course inside the gate; go missed unless you can fix it.
"Cleared ILS runway two approach" while you are high. "Unable, request a turn for descent" beats diving at the glideslope.

Missed approach

When	Who / freq	You say	Expect from ATC	You read back / do
at DA (294 ft) without the runway environment, or anytime it isn't working	Executive Tower 119.5	"Cirrus five charlie delta, going missed." (add why: "no runway in sight")	"Cirrus five charlie delta, roger, contact NorCal Approach one two five point two five." Or: an alternate climb-out: "climb and maintain two thousand, turn left heading three three zero."	fly the published miss (climb to 600, climbing left turn to 1,600 direct SAC, hold) unless given something else
on the approach frequency	NorCal 125.25	"NorCal Approach, Cirrus five charlie delta, missed approach Sacramento Executive, one thousand two hundred climbing to one thousand six hundred, request another ILS." (or "request vectors to Sacramento International", or "request hold at SAC")	vectors for another approach, a hold, or a clearance to your alternate	read back; say fuel state if it matters
during a visual approach at a towered airport	tower	"Going around."	"Enter left traffic runway two" or a heading and altitude	a visual approach has no missed-approach procedure

An approach clearance includes the published missed approach (7110.65 4-8-9). Fly the missed-approach lateral path from the missed-approach point; don't turn early (AIM 5-4-21).
Where radar vectors are given, they replace the published miss.

Landing, canceling IFR, closing out

Where you land	What closes the IFR plan	You say
a towered airport (tower open)	landing: it closes automatically (AIM 5-1-15)	nothing extra
tower closed or no tower, weather VFR near the field	cancel in the air	"NorCal, Cirrus five charlie delta, airport in sight, cancel IFR." → "Cirrus five charlie delta, IFR cancellation received, squawk VFR, frequency change approved."
tower closed or no tower, IMC to the ground	cancel after landing, by radio if it reaches the ground, by phone to the approach facility, or with Flight Service (1-800-WX-BRIEF)	"This is Cirrus four five charlie delta, canceling IFR, on the ground at Sacramento Executive at (time)."

ATC tells you how to cancel before the frequency change: "report cancellation of IFR this frequency or with Flight Service" (7110.65 4-2-10).
30 minutes: no rule gives a set deadline, but if you haven't canceled 30 minutes after being told how, ATC treats you as overdue and starts search and rescue (7110.65 10-3-1). Cancel as soon as you are down; where radar doesn't reach the ground, ATC may be holding other IFR traffic out of the airport until you do (7110.65 4-8-1).
Canceling in the air ends IFR separation and radar service. Only cancel in VFR conditions outside Class A (91.123(a)), and ask for flight following if you want it.
Visual approaches are still IFR: canceling is still on you at a closed-tower airport (AIM 5-4-23).

If ATC says…

"Change to advisory frequency approved." Switch to the CTAF, announce your approach and position, and cancel as briefed.
"Cirrus five charlie delta, say intentions" after landing at a closed-tower field. You didn't cancel; do it now.
"Turn left at the next taxiway, contact ground one two five point zero" (tower open). Clear the runway, stop past the hold line, then call ground.

Recipes

Full script: en route to the ground (KSAC, tower open)

From level-off after SUNOL to the ground. Times are UTC.

[NORCAL DEP 121.3, level 6000 on SAC R-177]
ATC  "Cirrus five charlie delta, contact NorCal Approach one two five point two five."
YOU  "Two five point two five, Cirrus five charlie delta."
 
[ATIS 118.075, on the second radio] "Sacramento Executive information Bravo ... ILS runway two in use ... altimeter three zero zero one."
 
[NORCAL APP 125.25]
YOU  "NorCal Approach, Cirrus five charlie delta, six thousand, information Bravo, request the ILS runway two."
ATC  "Cirrus five charlie delta, NorCal Approach, Sacramento Executive altimeter three zero zero one, expect vectors
      ILS runway two approach."
YOU  "Three zero zero one, expect vectors ILS two, Cirrus five charlie delta."
ATC  "Cirrus five charlie delta, descend and maintain three thousand."
YOU  "Descend and maintain three thousand, Cirrus five charlie delta."
YOU  (later) "Cirrus five charlie delta, level three thousand."            (only if ATC wants level reports)
ATC  "Cirrus five charlie delta, turn left heading three three zero, descend and maintain two thousand, vector ILS
      runway two final approach course."
YOU  "Left three three zero, descend and maintain two thousand, Cirrus five charlie delta."
ATC  "Cirrus five charlie delta, four miles from TERUY, turn right heading three six zero, maintain two thousand until
      established on the localizer, cleared ILS runway two approach."
YOU  "Right three six zero, two thousand until established, cleared ILS runway two approach, Cirrus five charlie delta."
     ... localizer alive, turn onto 019, descend to 1500 at TERUY, glideslope intercept ...
ATC  "Cirrus five charlie delta, contact Executive Tower one one niner point five."
YOU  "Tower, Cirrus five charlie delta."
 
[EXEC TOWER 119.5]
YOU  "Executive Tower, Cirrus five charlie delta, ILS runway two, TERUY inbound."
ATC  "Cirrus five charlie delta, Executive Tower, runway two, wind zero three zero at eight, cleared to land."
YOU  "Runway two, cleared to land, Cirrus five charlie delta."
     ... landing ...
ATC  "Cirrus five charlie delta, turn right next taxiway, contact ground one two five point zero."
YOU  "Right next taxiway, ground two five point zero, Cirrus five charlie delta."
     (IFR plan closes automatically)

Tower closed: approach and cancel

After 2100 local, KSAC is Class E with CTAF 119.5, and the ILS is unmonitored.

[NORCAL 125.25]
ATC  "Cirrus five charlie delta, four miles from TERUY, turn right heading three six zero, maintain two thousand until
      established on the localizer, cleared ILS runway two approach to Sacramento Executive. Report cancellation of IFR
      this frequency or with Flight Service. Change to advisory frequency approved."
YOU  "Right three six zero, two thousand until established, cleared ILS runway two approach to Sacramento Executive,
      will report cancellation, Cirrus five charlie delta."
[CTAF 119.5]
YOU  "Sacramento Executive traffic, Cirrus four five charlie delta, ILS runway two, TERUY inbound, full stop, Sacramento
      Executive."
     ... broke out at 900 ft, field in sight ...
[back to NORCAL 125.25, if you still have altitude to reach it]
YOU  "NorCal, Cirrus five charlie delta, field in sight, cancel IFR."
ATC  "Cirrus five charlie delta, IFR cancellation received, squawk VFR, frequency change approved."
     (can't reach NorCal? land, then phone the facility or Flight Service right away)

Holding with an EFC

Copy the six items in order, then brief the entry.

ATC  "Cirrus five charlie delta, advise ready to copy holding instructions."
YOU  "Ready to copy, Cirrus five charlie delta."
ATC  "Cirrus five charlie delta, cleared to Sacramento VORTAC, hold southwest on the two one zero radial, five mile legs,
      left turns, expect further clearance one niner one five, time one eight five two."
YOU  "Cleared to Sacramento, hold southwest on the two one zero radial, five mile legs, left turns, EFC one niner one
      five, Cirrus five charlie delta."
YOU  (at the fix) "Cirrus five charlie delta, entering the hold at Sacramento, five thousand, one eight five eight."
ATC  "Cirrus five charlie delta, cleared direct COUPS, cross COUPS at or above two thousand, cleared ILS runway two approach."
YOU  (read back) "... Cirrus five charlie delta, leaving Sacramento."

Visual approach

When the weather is at least 1,000 ft and 3 SM and you can see the field.

ATC  "Cirrus five charlie delta, Sacramento Executive is at one o'clock, eight miles. Sacramento International is at
      ten o'clock, one two miles. Report Sacramento Executive in sight."
YOU  "Sacramento Executive in sight, Cirrus five charlie delta."
ATC  "Cirrus five charlie delta, cleared visual approach runway two, contact Executive Tower one one niner point five."
YOU  "Cleared visual approach runway two, tower, Cirrus five charlie delta."

Missed approach and second try

Fly first, then talk: aviate, navigate, communicate.

[EXEC TOWER 119.5, at DA, nothing in sight]
YOU  "Cirrus five charlie delta, going missed."
ATC  "Cirrus five charlie delta, roger, contact NorCal Approach one two five point two five."
     (climb to 600, climbing left turn to 1600 direct SAC ...)
[NORCAL 125.25]
YOU  "NorCal Approach, Cirrus five charlie delta, missed approach Sacramento Executive, one thousand two hundred climbing
      to one thousand six hundred, request vectors for another ILS runway two."
ATC  "Cirrus five charlie delta, climb and maintain two thousand, turn left heading two one zero, vectors ILS runway two."
YOU  "Climb and maintain two thousand, left two one zero, Cirrus five charlie delta."

Weather deviation

Ask early; a "stand by" can take a minute.

YOU  "NorCal, Cirrus five charlie delta, request two zero degrees left for weather."
ATC  "Cirrus five charlie delta, deviation two zero degrees left approved, when able proceed direct Sacramento and advise."
YOU  "Two zero left approved, direct Sacramento when able, Cirrus five charlie delta."
YOU  (later) "Cirrus five charlie delta, clear of weather, proceeding direct Sacramento."

References

AIM chapter 5, section 3: En route procedures (opens in a new tab): check-ins (5-3-1), required reports (5-3-3), holding (5-3-8)
AIM chapter 5, section 4: Arrival procedures (opens in a new tab): STARs and descend via (5-4-1), approach clearance (5-4-6), missed approach (5-4-21), visual (5-4-23) and contact (5-4-25) approaches
AIM 4-4: ATC clearances (opens in a new tab): adherence, pilot's discretion and climb/descent rates (4-4-10), speed adjustments (4-4-12)
AIM 5-1-15: Canceling IFR flight plan (opens in a new tab)
AIM 7-1-18: PIREPs (opens in a new tab)
FAA Order JO 7110.65BB (opens in a new tab): 4-2-10 cancellation, 4-5-7 altitude information, 4-6 holding, 4-8 approach clearances, 5-6-2 vectors, 5-7 speed, 5-9 radar arrivals, 7-4 visual and contact approaches, 2-6 weather deviations, 10-3-1 overdue aircraft
Pilot/Controller Glossary (opens in a new tab): pilot's discretion, established, resume own navigation, cleared approach, contact and visual approach
FAA d-TPP (opens in a new tab): KSAC ILS or LOC RWY 2, KSMF TUDOR TWO and SUUTR FOUR arrivals
FAA Chart Supplement (opens in a new tab): KSAC frequencies, tower hours, clearance phone
14 CFR 91.123 (opens in a new tab), 91.183 (opens in a new tab), 91.187 (opens in a new tab): compliance, IFR reports, malfunction reports