IFR Clearances
The majority of the questions on this test relate to IFR clearances. An IFR clearance is an authorization for an aircraft to operate in the IFR System. The 5 critical parts of an IFR clearance are easily remembered using the acronym CRAFT, which stands for Clearance Limit, Route, Altitude, Frequency, and Transponder.
1. Clearance Limit ('C' in 'CRAFT')
Every time an IFR clearance is issued, it will contain certain items, issued to the pilot in a certain order. While these items and the order they are issued in is discussed above, we will go into a little detail about Clearance Limit itself.
Clearance Limit. It is exactly what it stands for. The limit of the IFR clearance, beyond which pilot cannot fly IMC, unless he either receives further clearance, or chooses to terminate his IFR flight plan. This limit, as you will learn while working Clearance Delivery position, is often the aircraft's destination airport. However at times this may be a fix, VOR, etc. For a large portion of your controlling Clearance Delivery, you will only be dealing with the destination airports, as clearance limits.
Examples:
1. "American Five Thirty Heavy, cleared to Chicago O'Hare international airport, CADIT Five RNAV departure, RESPE transition, then as filed, maintain one zero thousand, expect flight level three two zero, one zero minutes after departure, departure frequency one two five point seven, squawk one zero four two."
In this example, the clearance limit is Chicago O'Hare international airport(KORD). The plane is flying there anyhow, so unless his clearance limit is changed enroute for some reason, they can fly all the way to the airport.
2. "Learjet one two seven, cleared to Las Vegas McCarran international airport, Atlanta Five departure, radar vectors West Two, then as filed, maintain one zero thousand, expect flight level three eight zero, one zero minutes after departure, departure frequency one two five point seven, squawk one zero six six."
In this example, the clearance limit is Las Vegas McCarran international airport(KLAS). Same applies to him/her, as to the plane in the first example.
Note: Airports should be pronounced using their correct name or city name to the extent possible. The aircraft
utility and airnav.com are good places to find an airport name if you do not know it. Always include the word
"airport" after the name of the airport.
Looking onto clearance limits where the limit is not the destination airport. Most of such cases exist in terminal or en route environment, where an aircraft would be put into a holding pattern, for any number of reasons. One of the very few reasons that Clearance Delivery would have to clear a plane to a clearance limit other than the destination airport, is if the plane was only departing IFR, and intended to continue the remainder of his journey under VFR. This may be for any one number of reasons(eg. IMC weather at departure airport, chance to depart faster under IFR than VFR due to other traffic loads, etc). The clearance would follow exactly the same format.
Example: "Mooney three six eight Alhpa Bravo, cleared to Spartanburg VOR , Atlanta Five departure, radar vectors East One, then as filed, maintain gour thousand, departure frequency one two six point niner seven, squawk one zero six five."
Final note
One important thing to remember to check for when issuing IFR clearances, is that the destination, be it an airport or not, corresponds to where the pilot is requesting the clearance to. It is quite easy and simple for the pilot to misfile, by either swapping the departure and destination fields or by misspelling the destination's code, etc.
2. Route ('R' in 'CRAFT')
The pilot chooses an optimum route when he/she files a flight plan. Our goal as controllers is to issue a clearance that is close to that optimum route; but, that also manages traffic flow and controller workload. That last consideration makes the route of an aircraft is the most important part of the clearance delivery process. Aircraft need to be on certain routes in order for our airspace, and agreements with other ARTCCs to work. In actual operation, any route may be coordinated with the appropriate radar controller, and issued to the pilot if that controller agrees. However, for this test, all routes issued must comply with our SOPs.
2-1. Initial Routing Requirements
Because the airspace around our major airports can be quite busy, the route an aircraft takes immediately after departure is the most critical part of the clearance.
Some pilots will not have SID charts and will not be able to accept a clearance via a SID. In that case, assign the pilot an initial heading to fly (from the appropriate SID chart), for vectors to a route that mimics the SID.
For example, a pilot who should be issued the DOOLY4.GRD, but doesn't have the chart, should be issued a clearance like "November four zero five hotel tango, cleared to Portland airport, via radar vectors Greenwood, then as filed..."
2-2. Routes to Destinations within ZTL
Aircraft requesting clearances to class B,C, or Dairports within ZTL are required to be issued the preferred route for the city pair. Preferred routes between class B and C airports are available at http://flightaware.com/statistics/ifr-route .
.
2-3. Destinations Outside of ZTL
To facilitate movement of aircraft between ZTL and our neighboring ARTCCs, we have agreed to ensure that aircraft are issued certain routes. The clearance delivery controller is responsible for ensuring that the clearance he/she issues complies with the prefered route applicable. If the route does not comply, Clearance Delivery would obtain an approval request (Apreq) from the ZTL Traffic Managment Unit (TMU).For example, an aircraft filed from ATL going to MEM should have a route that goes out one of the West Departure gates (DTAs). If not then make sure the aircraft is assigned "via radar vectors (first fix) then as filed" and if the aircraft does not have a route that conforms to the normal traffic flow from ATL-MEM make sure you get an "Apreq" with ZTL TMU. If you are unable to obtain an apreq with the ARTCC ( since it might get busy) then make sure the aircraft AT MINIMUM has a route OUT of TRACON airspace (ie. SID and a transition).
2-5. Phraseology and Miscellaneous
2-5-1. SIDs and STARS
Certain SIDS and STARS are pronounceable, as evidenced by the name of the departure procedure in the top left portion of the chart. For example, the ATL5 departure out of ATL, available at: http://204.108.4.16/d-tpp/1102/00026ATLANTA.PDF is pronounced on the radio as Atlanta Five Departure. On the other hand, the DAWGS4 departure is pronounced DAWGS Four (RNAV) Departure. The easy way to check for this is to read the name of the procedure in the top left portion of the chart. For this test, use the name of the departure procedure on the top left side in your answer.
2-5-2. Reading Routes
If no changes are required in a route, and a SID/Transition is not being used, clear the aircraft "as filed".
Example: "American One Fifty Five, cleared to Southwest Regional Airport as filed."
If no changes are required in a route, and a SID is being used, but not a transition, then say the name of the departure, followed by "then as filed."
Example: "Skywest Twenty Sixty-Seven, cleared to Birmingham Airport, GEETK Five RNAV Departure, GEETK,
then as filed."
Note: Transitions are not the same as exit fixes, but are small route segments published on a departure
procedure. For example, the GEETK departure has a VUZ transition, but not a GEETK one. This is easily seen
by reading the bottom of a departure plate.
If no changes are required in a route, but a SID and Transition are being used, then say the name of the departure, name of the transition, followed by "then as filed".
Example: "Delta Seventy Four, cleared to Charlotte-Douglas Airport, DOOLY Four RNAV Departure, GRD
Transition, then as filed."
Note:Even though the routes of these aircraft were fine, you still must always explicitly issue a SID and
Transition if they are intended to be used.
If changes are required in a route, then read a Full Route Clearance to the point where the filed route meets up with the assigned route. If there is not one, and the route does not end with a STAR, and the clearance limit is an airport, then end with the word "direct", to signify that the airport is the end of the route. There is no formula to reading a full route clearance, but the following tips are helpful:
Phraseology:
-Aircraft "join" an airwayl, and "intercept" localizers / radials.
-Low altitude airways are pronounced by the word Victor, and the numbers of the airway in individual form, for example "Victor Two Three One", while High altitude airways are pronounced the same way except with "Jay" in front.
- It is always a courtesy to advise the pilot BEFORE issuing a Full Route Clearance (FRC). This way they will be prepaired to write it all down etc.
Example: "Delta One Fity Five, Full Route Clearance, advise ready to copy"
2-5-3. Equipment Suffixes
If assigning a route, remember that certain aircraft are limited to navigating via VORs and radials, while other aircraft can go direct to places(RNAV/GPS type equipment). Try not to assign routings that are outside the aircrafts capabilities, and never assign a SID/STAR that a pilot cannot fly because his equipment does not allow it. The following equipment suffixes can fly RNAV SIDS/STARS:
/E
/F
/G
/R
/J
/K
/L
/Q
2-6-4. VOR Names
You can find VOR names on www.airnav.com.
3. Altitude ('A' in 'CRAFT')
Just like with the clearance limit, each IFR clearance needs to have altitude information included. This is imperative for a number of reasons. One reason is the need for a pilot to know how much he can climb after departure. This is generally done by assigning the pilot an initial altitude, and then giving him the time or place when/where he can expect higher. This as well as allowing the pilot to plan his departure correctly, allows him to know when he can climb to his cruise altitude in case of lost communications.
Sometimes this altitude information is included on the departure procedure chart, in which case it need not be included in the clearance.
3-1. Initial Altitude
At Atlanta, the initial altitude is 10,000 feet for IFR Jets, UNLESS the requested cruise altitude is lower, in which case issue that altitude instead. It CANNOT be lower than 5,000ft
Use the phraseology.. "maintain (altitude)" to assign an initial altitude.
Phraseology: "United Seven Ninety Five...maintain one zero thousand,..."
Note: When using an abbreviated departure clearance, as these will be, do not use "climb and maintain" to
assign an initial altitude.
3-2. Final Altitude
Most final altitudes for clearances follow the NEodd/SWeven rule.
Before getting into the flight direction rules it's probably a good idea to go over a few basic terms that every controller should know that pertain to altitudes and pressure.
To ensure safe separations between aircraft above the transition level, flight levels have been allocated to aircraft according to their direction of flight. This is the semi-circular cruising level system also known as the NEODD-SWEVEN Rule.
NEODD - Aircraft flying North or East (0 to 179 MAGNETIC COURSE) will be issued odd altitudes up to and including FL410. Above FL410 aircraft will still be given odd altitudes yet at intervals of 4000 ft (i.e. FL450, FL490, FL530).
SWEVEN - Aircraft flying South or West (180 to 359 MAGNETIC COURSE) will be issued even altitudes up to and including FL400. Above FL400 aircraft will be given odd altitudes yet at intervals of 4000 ft beginning at FL430 (i.e. FL470, FL510, FL550)
Note: You should normally assigned the altitude the pilot requests for his final altitude, unless that altitude fails to comply with the above rules. If it does not, pick a reasonable altitude as close as possible to the one the pilot requested.
Note: Although in real life aircraft need to be RVSM qualified to operate between above FL290, as indicated by the equipment suffix, on VATSIM all aircraft are considered RVSM qualified, and regardless of equipment suffix may cruise in RVSM airspace. his being said, make sure if the aircraft is in RVSM airspace, it has the appropriate suffix code!!!!!!!
Phraseology:
Pronounce Altitudes below 18000' by stating the numbers in front of the comma in individual form, followed by the word "thousand", and the numbers after it in group form. If the numbers after the comma are all zeros, then end on "thousand". Aircraft should be told to expect their final altitude 5 minutes after departure. For example;
Example: "November Seven Two One Sierra Papa...expect One Three Thousand five minutes after departure". "Skywest Seven Ninety Four...expect Seven Thousand five minutes after departure".
Pronounce altitudes above 18000' by stating "Flight Level", followed by the the first three digits of the altitude, in individual form.
Example: "American Six Sixteen....expect Flight Level Two Four Zero Five Minutes after departure."
4. Departure Frequency ('F' in 'CRAFT')
The Departure Frequency for an airport is the frequency of the controller that will work the aircraft immediately after takeoff. In each clearance, you must inform the pilot of the frequency of the departure controller, as follows.
Phraseology:
"American One Twenty Three..., departure frequency one two five point seven"
"Delta Zero Seven Six..., departure frequency one two zero point five"
5. Transponder Code ('T' in 'CRAFT')
The Squawk Code is normally assigned using the F9/Assign Squawk Command in VRC. For the purposes of this test, if a squawk code is not assigned in the question, you may use any reasonable squawk code. Remember that squawk codes use only the numbers 0-7 inclusive, so there will not be squawk codes such as "9871". Squawk codes are read out by pronouncing each number individually, as follows:
Phraseology:
"Seneca Eight Seven Delta Romeo..., squawk one zero six four."
"Express Jet Six Forty..., squawk seven six five four."
Just like with the clearance limit, each IFR clearance needs to have altitude information included. This is imperative for a number of reasons. One reason is the need for a pilot to know how much he can climb after departure. This is generally done by assigning the pilot an initial altitude, and then giving him the time or place when/where he can expect higher. This as well as allowing the pilot to plan his departure correctly, allows him to know when he can climb to his cruise altitude in case of lost communications.
Sometimes this altitude information is included on the departure procedure chart, in which case it need not be included in the clearance.
3-1. Initial Altitude
At Atlanta, the initial altitude is 10,000 feet for IFR Jets, UNLESS the requested cruise altitude is lower, in which case issue that altitude instead. It CANNOT be lower than 5,000ft
Use the phraseology.. "maintain (altitude)" to assign an initial altitude.
Phraseology: "United Seven Ninety Five...maintain one zero thousand,..."
Note: When using an abbreviated departure clearance, as these will be, do not use "climb and maintain" to
assign an initial altitude.
3-2. Final Altitude
Most final altitudes for clearances follow the NEodd/SWeven rule.
Before getting into the flight direction rules it's probably a good idea to go over a few basic terms that every controller should know that pertain to altitudes and pressure.
- Altitude - The vertical position of an aircraft (or object) above Mean Sea Level (MSL).
- Flight Level - A standard nominal altitude (usually vertical) of an aircraft, referenced to a world-wide fixed pressure datum. In the United States a Flight Level starts at 18,000 MSL because the Transition Altitude starts at 18,000 ft.
- Transition Altitude - The highest altitude at which an aircraft in normal operation should use an altimeter pressure setting indicating height above mean sea level (QNH).
- Transition Level - The lowest flight level available for use above the transition altitude.
- Transition Layer - The airspace between the transition altitude and the transition level.
To ensure safe separations between aircraft above the transition level, flight levels have been allocated to aircraft according to their direction of flight. This is the semi-circular cruising level system also known as the NEODD-SWEVEN Rule.
NEODD - Aircraft flying North or East (0 to 179 MAGNETIC COURSE) will be issued odd altitudes up to and including FL410. Above FL410 aircraft will still be given odd altitudes yet at intervals of 4000 ft (i.e. FL450, FL490, FL530).
SWEVEN - Aircraft flying South or West (180 to 359 MAGNETIC COURSE) will be issued even altitudes up to and including FL400. Above FL400 aircraft will be given odd altitudes yet at intervals of 4000 ft beginning at FL430 (i.e. FL470, FL510, FL550)
Note: You should normally assigned the altitude the pilot requests for his final altitude, unless that altitude fails to comply with the above rules. If it does not, pick a reasonable altitude as close as possible to the one the pilot requested.
Note: Although in real life aircraft need to be RVSM qualified to operate between above FL290, as indicated by the equipment suffix, on VATSIM all aircraft are considered RVSM qualified, and regardless of equipment suffix may cruise in RVSM airspace. his being said, make sure if the aircraft is in RVSM airspace, it has the appropriate suffix code!!!!!!!
Phraseology:
Pronounce Altitudes below 18000' by stating the numbers in front of the comma in individual form, followed by the word "thousand", and the numbers after it in group form. If the numbers after the comma are all zeros, then end on "thousand". Aircraft should be told to expect their final altitude 5 minutes after departure. For example;
Example: "November Seven Two One Sierra Papa...expect One Three Thousand five minutes after departure". "Skywest Seven Ninety Four...expect Seven Thousand five minutes after departure".
Pronounce altitudes above 18000' by stating "Flight Level", followed by the the first three digits of the altitude, in individual form.
Example: "American Six Sixteen....expect Flight Level Two Four Zero Five Minutes after departure."
4. Departure Frequency ('F' in 'CRAFT')
The Departure Frequency for an airport is the frequency of the controller that will work the aircraft immediately after takeoff. In each clearance, you must inform the pilot of the frequency of the departure controller, as follows.
Phraseology:
"American One Twenty Three..., departure frequency one two five point seven"
"Delta Zero Seven Six..., departure frequency one two zero point five"
5. Transponder Code ('T' in 'CRAFT')
The Squawk Code is normally assigned using the F9/Assign Squawk Command in VRC. For the purposes of this test, if a squawk code is not assigned in the question, you may use any reasonable squawk code. Remember that squawk codes use only the numbers 0-7 inclusive, so there will not be squawk codes such as "9871". Squawk codes are read out by pronouncing each number individually, as follows:
Phraseology:
"Seneca Eight Seven Delta Romeo..., squawk one zero six four."
"Express Jet Six Forty..., squawk seven six five four."
