Welcome to ZOB
Welcome to the Virtual Cleveland ARTCC, one of the 20 contigious ARTCCs represented in VATUSA; alongside the Pacific Control Facility.
We are the smallest en-route facility by area (89,000 Mi.2) but contain a great wealth of traffic as we provide sequencing to six adjacent ARTCCs and the Toronto FIR.
At the Cleveland ARTCC we hold three Class Bravo airspaces which include: Detroit (KDTW), Cleveland (KCLE), and Pittsburgh (KPIT).
We recommend that you check out our next chapter of the briefing to review some great options for departing and arriving within the Cleveland ARTCC.
Our controllers appreciate any amount of traffic, and we personally invite you to fly out of our popular hubs, or not so-popular smaller controlled or uncontrolled fields.
Airport Overview
Above you will find a map that contains markers that indicate all of the controlled airports that the Cleveland ARTCC offers within our airspace boundary.
Each airport is signified by their Class of Airspace, and a key and amount relevant to the map can be found below:
- Class Bravo Field (3)
- Class Charlie Field (6)
- Class Delta Field (21)
Our
most popular airport at the Cleveland ARTCC by numbers is Detroit-Metropolitan Wayne County Airport; followed by Cleveland-Hopkins, Pittsburgh, and Buffalo Niagara airports.
There are several TRACON facilities, and two RAPCON facilities in which the Cleveland ARTCC encompasses.
There is a good quantity of fields to choose from within the Cleveland ARTCC airspace.
Airport Weather
KDTW | VFR Wind 310/8 | KDTW 040153Z 31008KT 10SM SCT180 BKN230 09/01 A3010 RMK AO2 SLP194 T00940011 |
KCLE | VFR Wind 230/6 | KCLE 040151Z 23006KT 10SM SCT100 BKN140 13/06 A3005 RMK AO2 SLP192 T01330056 |
KPIT | MVFR Wind 340/8 | KPIT 040151Z 34008KT 5SM RA FEW024 OVC035 15/12 A3009 RMK AO2 SLP194 P0005 T01500122 $ |
KBUF | VFR Wind 220/7 | KBUF 040154Z 22007KT 10SM FEW100 BKN240 07/02 A3004 RMK AO2 PRESRR SLP174 T00670022 |
KCAK | VFR Wind 210/7 | KCAK 040151Z 21007KT 10SM -DZ SCT065 OVC100 11/09 A3009 RMK AO2 RAE49DZB49 SLP189 P0001 T01110089 $ |
KFNT | VFR Wind 320/5 | KFNT 040153Z 32005KT 10SM CLR 06/01 A3011 RMK AO2 SLP199 T00560011 |
KLAN | VFR Wind 300/5 | KLAN 040153Z 30005KT 10SM CLR 04/00 A3013 RMK AO2 SLP206 T00440000 |
KROC | VFR Wind 270/7 | KROC 040154Z 27007KT 10SM SCT180 BKN250 13/04 A2999 RMK AO2 SLP160 T01330044 |
KTOL | VFR Wind 290/5 | KTOL 040152Z 29005KT 10SM CLR 11/04 A3010 RMK AO2 SLP193 T01110039 $ |
CYQG | VFR Wind 330/10 | CYQG 040100Z AUTO 33010G15KT 9SM BKN240 11/02 A3004 RMK SLP177 |
KAGC | VFR Wind 290/5 | KAGC 040153Z 29005KT 6SM -RA BR BKN041 OVC050 15/14 A3009 RMK AO2 RAE21B46 SLP191 P0004 T01500139 |
KARB | VFR Wind 330/4 | KARB 040153Z AUTO 33004KT 10SM CLR 08/01 A3010 RMK AO2 SLP196 T00830011 |
KBKL | VFR Wind 270/5 | KBKL 040153Z 27005KT 10SM CLR 12/07 A3007 RMK AO2 SLP181 T01170067 |
KBVI | VFR Wind 270/8 | KBVI 040155Z AUTO 27008KT 7SM RA OVC049 13/10 A3013 RMK AO2 T01270096 |
KCGF | VFR Wind 220/3 | KCGF 040145Z 22003KT 10SM CLR 11/06 A3008 |
KCKB | VFR Wind Calm | KCKB 040153Z AUTO 00000KT 9SM -RA FEW065 BKN085 OVC110 17/16 A3009 RMK AO2 RAB09 SLP179 P0001 T01720161 |
KDET | VFR Wind 320/8 | KDET 040153Z 32008KT 10SM CLR 11/01 A3009 RMK AO2 SLP188 T01110006 |
KERI | VFR Wind 230/5 | KERI 040151Z 23005KT 10SM CLR 13/05 A3006 RMK AO2 SLP178 T01280050 |
KHLG | VFR Wind 310/5 | KHLG 040153Z 31005KT 7SM -RA FEW008 BKN075 OVC090 14/11 A3011 RMK AO2 SLP195 P0006 T01390106 |
KIAG | VFR Wind 310/13 | KIAG 040153Z 31013KT 9SM CLR 11/03 A3003 RMK AO2 SLP171 T01060033 |
KJST | IFR Wind 290/12 | KJST 040154Z AUTO 29012G20KT 6SM -RA BR BKN005 BKN012 OVC016 15/14 A3010 RMK AO2 RAB23 SLP188 P0006 T01500139 |
KJXN | VFR Wind 300/6 | KJXN 040156Z AUTO 30006KT 10SM CLR 07/00 A3013 RMK AO2 SLP207 T00670000 |
KLBE | MVFR Wind 260/5 | KLBE 040148Z 26005KT 10SM -RA SCT016 BKN022 OVC030 17/16 A3012 |
KMBS | VFR Wind 290/4 | KMBS 040153Z 29004KT 10SM CLR 06/M01 A3012 RMK AO2 SLP201 T00611011 |
KMFD | VFR Wind 170/6 | KMFD 040152Z 17006KT 10SM CLR 11/09 A3009 RMK AO2 SLP191 T01110089 $ |
KMGW | MVFR Wind Calm | KMGW 040153Z 00000KT 10SM -RA BKN023 OVC095 19/16 A3010 RMK AO2 RAE11B53 SLP187 P0001 T01890161 $ |
KMTC | VFR Wind 320/6 | KMTC 040156Z 32006KT 10SM BKN200 09/02 A3006 RMK AO2A SLP185 T00890018 $ |
KPTK | VFR Wind 320/7 | KPTK 040153Z 32007KT 10SM SCT170 OVC250 07/01 A3009 RMK AO2 SLP192 T00720006 |
KYIP | VFR Wind 320/8 | KYIP 040153Z 32008KT 10SM CLR 09/01 A3011 RMK AO2 SLP194 T00940011 |
KYNG | VFR Wind 220/8 | KYNG 040151Z 22008KT 10SM OVC110 13/08 A3007 RMK AO2 RAE18 SLP181 P0000 T01280078 |
Center Splits
Low Splits
Above you will find a map detailing our commonly-used
Low-Center Splits.
There are rare scenarios where we use all of these splits with extremely high-density traffic.
The primary Low Center sector is ZOB
04.
This sector takes control of all of the airspace when no High Sectors are present.
When High-Sector splits are present; all Low-Center sectors have an airspace from SFC-FL230 (excluding C33/C31/C70/C73 which own SFC-FL270).
If you are departing through a field; the Low-Center sectors will be responsible for your climbs, or any arrivals into fields via STARs, and descents through the flight level transition altitude into TRACON airspace.
High Splits
Above you will find a map detailing our commonly-used
High-Center Splits.
(more sectors may be open on discretion of the TMU/CiC)
The scenarios where all high sector splits are utilized is usually in home, or adjacent ARTCC/FIR events where en-route support form the Cleveland ARTCC is required.
The primary High Center sector is ZOB
48.
This sector takes control of all of the high center airspace when no other sectors are present.
The high-center sectors primarily control all descending, and climbing airspace through FL240-FL600 (excluding C37/C36/C77 which own FL280-FL600); as well as all traffic inbound or outbound through our neighboring airspaces.
Clearances
When departing out of the Cleveland ARTCC airspace there is a variety of airports that are available to you.
After you have read our Overview section of the Briefing you will have known that there are four main fields:
- Detroit-Metropolitan Wayne County Airport (KDTW)
- Cleveland Hopkins International Airport (KCLE)
- Pittsburgh International Airport (KPIT)
- Buffalo Niagara International Airport (KBUF)
Each of our four main fields support both verbal, and PDC
(Pre-Departure Clearance) which are available for aircraft either by choice, or in heavy traffic situations.
For verbal clearances you are required to readback your squawk code at minimum, and for amendments to the route, altitude, etc. you are required to readback the amended segment of your plan, and the squawk code.
For PDCs you are required to initially contact the controller handling ground/ramp movements with your assigned SID
(Standard Instrument Departure), squawk code, and current ATIS information.
If you are departing out of one of our four main fields you will be most likely be assigned an available Standard Instrument Departure.
Planning ahead is key in high-traffic situations and we recommend you use tools such as
SimBrief or
FlightAware to plan your routes, or our facility
Routing page for preferred routing in our local airspace.
An example of a Pre-Departure-Clearance at Detroit with an RNAV SID can be seen below:
**PRE-DEPARTURE CLEARANCE START** | 2322 Z | CALLSIGN: AAL1236 | EQUIP: B738/L | DEP: KDTW | ARR: KMCO | SQUAWK: 4332 | APPROVED ROUTE: CLVIN2 STAZE VXV ATL YUESS OTK PIGLT6 | FINAL ALT: 34000 | ALTITUDE RESTRICTIONS: CLIMB VIA SID | DEP FREQ: 126.220
PLAN RUNWAY 22L FOR DEPARTURE. CONTACT Metro Ground ON FREQ 121.800 FOR TAXI WITH ASSIGNED SID, SQUAWK CODE, AND CURRENT ATIS CODE ONLY. IF YOU HAVE ANY QUESTIONS OR ARE UNABLE TO ACCEPT ANY ASSIGNMENT, CONTACT ATC ON FREQUENCY 120.650 | **PRE-DEPARTURE CLEARANCE END**
When spawning in at a gate you should always run through your checklists as expeditiously as possible, and request your clearance prior to pushing back from your terminal.
Prior to requesting your IFR clearance: you should tune in to the ATIS frequency for your airport, or get your METARs through the internet or EFBs.
When you have the current weather you shall contact the controller handling IFR clearances, and call in with your callsign, ATIS information or weather confirmation, and your intentions to pick up your IFR clearance.
(and/or request for Pre-Departure Clearance)
NOTE: You should never pushback if you will end up in the movement area (taxiways) without approval from the controller handling ground movements at your specific airport.
Pushback & Taxi
When you are ready for push and start you either are advised that push is approved at pilot's discretion, or to call for push and start.
If your push has already been approved you may push at your discretion and call ready for taxi.
If you are required to call for push and start approval: you must contact the controller handling ground/ramp movements, and advise you a ready for push and start.
The controller handling ground/ramp movements shall give you a direction to face, or for your tail to turn towards, and approval to push onto a movement area, or a crowded ramp in heavy-traffic density scenarios.
When you are ready to taxi to the runway for departure: you shall advise the controller handling ground movements that you are ready for taxi instructions, and advise that you have the weather or ATIS information.
Your instructions will include a combination of taxiways, and possibly runway crossings. If you are told to hold short of a runway you shall read these instructions lastly, and include the taxiway you are holding short of the runway.
Your controller will verbally hand you off to local control once nearing or reaching the runway.
Descent
Once entering our en-route environment (refer to Overview) at the Cleveland ARTCC you will be issued a set of instructions by one of our center sectors for a variety of descent instructions into your arrival field.
The following are examples of descent clearances into our four main fields:
- DTW: "... Descend Via the FERRL# arrival, the Metro Altimeter 30.01."
- CLE: "... Descend Via the ROKNN# arrival, the Cleveland Altimeter 29.98, Cleveland Landing South."
- PIT: "... Cross CUTTA at and maintain 10,000, the Pittsburgh Altimeter 29.97, Pittsburgh Landing West."
- BUF: "... Descend and Maintain 10,000, the Buffalo Altimeter 30.03, Buffalo Landing Runway 23."
Above are several examples of different descent clearances that can be issued by the en-route controllers who have authority of the center sectors.
Both Detroit Metro
(DTW) and Cleveland
(CLE) have RNAV Standard Terminal Arrival Routes
(STARs) that are utilized by pilots for their descents via Optimized Profile Descent
(OPD) that are described in both the chart, and through the Flight Management Computer
(FMC).
Aircraft on the OPDs will
most likely, if not always be issued a "...descend via..." clearance which instructs the pilot to follow the defined altitude and speed restrictions until further notice.
Aircraft on OPDs may likely be descended while on the RNAV STAR; which cancels the altitude restrictions, and is known as a "hard" altitude as depicted on the chart, but still requires that you fly the lateral portion of the arrival until otherwise vectored off this profile.
NOTE: Speed restrictions on STARs are absolutely mandatory unless authorized by ATC.
Aircraft descending into Pittsburgh
(PIT), Buffalo
(BUF) or several of the other controlled or uncontrolled fields, you will be issued a different variety of other crossing restrictions, hard descents, or step-descents to set you up for your approach.
If you are issued a crossing restriction you must meet the altitude at or before arriving at the fix laterally.
NOTE: You are not cleared to descend until ATC issues a clearance to either "descend via" a STAR, crossing restrictions, or other methods.
Regardless of whether or not you are on a STAR: you will be issued an altimeter for your arrival field, and any other information that is vital to your approach.
Approach
Upon entering the TRACON environment, or you are approaching your destination you will be issued an approach to expect.
Below are examples of different types of approaches that may or may not be supported at your destination field.
- Instrument Landing System (ILS) *
- RNAV (GPS/RNP)) *
- Localizer (LOC)
- VOR
- Visual *
One or more of these examples are available at most controlled fields in the Cleveland ARTCC, and will be assigned upon entering or nearing the approach phase of your flight.
You will be most likely vectored, or depending on your approach's descriptions: cleared to a fix/waypoint, and restrictions to cross the fix/waypoint at a certain altitude to join your approach.
Once you are cleared for an approach you may presume the approach based off the charts, or your FMC's approach description, or based off visual reference per a "Visual Approach".
When nearing the runway you will be given clearance to land, and if required: your distance from traffic arriving on the runway, or advisory of traffic departing the field.
If absolutely required and safety is at risk: you may be issued a go-around, or missed approach, and you will be issued instructions to climb out of the field, and vectored away from the field, or you will be advised to fly the missed approach procedure as filed for your specific approach which is described on the approach chart.
* These approaches will be utilized more frequently than others, and will be more openly available. Other approaches are available upon request and chart availability.