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 130/10 | KDTW 162253Z 13010KT 10SM SCT060 SCT250 27/08 A2954 RMK AO2 SLP998 T02720078 |
KCLE | VFR Wind 200/10 | KCLE 162251Z 20010KT 10SM FEW044 SCT065 SCT250 27/17 A2956 RMK AO2 SLP020 T02670172 |
KPIT | VFR Wind 210/11 | KPIT 162251Z 21011KT 10SM FEW038 SCT090 BKN220 24/15 A2967 RMK AO2 SLP044 T02440150 |
KBUF | VFR Wind 220/8 | KBUF 162254Z 22008KT 10SM FEW035 FEW060 FEW180 22/08 A2964 RMK AO2 SLP033 T02170078 $ |
KCAK | VFR Wind 210/9 | KCAK 162251Z 21009G19KT 10SM BKN045 BKN250 25/16 A2963 RMK AO2 SLP024 T02500161 |
KFNT | VFR Wind 160/11 | KFNT 162253Z 16011G19KT 10SM CLR 27/10 A2948 RMK AO2 SLP976 T02670100 |
KLAN | VFR Wind 160/16 | KLAN 162253Z 16016G23KT 10SM CLR 27/09 A2946 RMK AO2 SLP972 T02720089 $ |
KROC | VFR Wind 270/10 | KROC 162254Z 27010KT 10SM FEW025 SCT260 25/05 A2962 RMK AO2 SLP031 T02500050 |
KTOL | VFR Wind 190/7 | KTOL 162252Z 19007KT 10SM CLR 28/13 A2952 RMK AO2 SLP991 T02780133 $ |
CYQG | VFR Wind 130/10 | CYQG 162200Z AUTO 13010G15KT 9SM CLR 28/08 A2956 RMK SLP009 DENSITY ALT 2700FT |
KAGC | VFR Wind 210/9 | KAGC 162253Z 21009KT 10SM CLR 23/16 A2969 RMK AO2 SLP048 T02280156 |
KARB | VFR Wind 120/12 | KARB 162253Z 12012G23KT 10SM CLR 26/09 A2951 RMK AO2 SLP990 T02560094 |
KBKL | VFR Wind 30/9 | KBKL 162253Z 03009KT 10SM BKN055 21/12 A2956 RMK AO2 SLP008 T02060122 |
KBVI | VFR Wind 210/7 | KBVI 162247Z AUTO 21007G14KT 10SM SCT036 25/16 A2967 RMK AO2 LTG DSNT NE |
KCGF | VFR Wind 50/7 | KCGF 162245Z 05007KT 10SM SCT050 BKN070 BKN085 25/09 A2959 |
KCKB | VFR Wind 210/9 | KCKB 162253Z 21009KT 10SM CLR 22/16 A2974 RMK AO2 SLP056 T02220161 |
KDET | VFR Wind 130/10 | KDET 162253Z 13010KT 10SM CLR 27/08 A2953 RMK AO2 SLP996 T02720078 |
KERI | VFR Wind 60/5 | KERI 162251Z 06005KT 10SM CLR 23/07 A2962 RMK AO2 SLP027 T02330072 |
KHLG | VFR Wind 200/11 | KHLG 162253Z 20011KT 10SM CLR 23/16 A2968 RMK AO2 PK WND 20026/2201 SLP045 T02280156 |
KIAG | VFR Wind 210/9 | KIAG 162253Z 21009KT 10SM CLR 24/10 A2962 RMK AO2 SLP026 T02390100 |
KJST | VFR Wind 220/10 | KJST 162254Z AUTO 22010KT 10SM CLR 19/16 A2974 RMK AO2 SLP058 T01940156 $ |
KJXN | VFR Wind 140/11 | KJXN 162256Z 14011G23KT 10SM CLR 27/12 A2950 RMK AO2 PK WND 14026/2246 SLP984 T02670117 $ |
KLBE | VFR Wind 220/11 | KLBE 162247Z 22011G25KT 10SM CLR 23/18 A2972 |
KMBS | VFR Wind 170/12 | KMBS 162253Z 17012G18KT 10SM CLR 27/10 A2946 RMK AO2 SLP971 T02720100 |
KMFD | VFR Wind 190/14 | KMFD 162252Z 19014G24KT 10SM BKN041 BKN050 24/16 A2963 RMK AO2 SLP022 T02440161 $ |
KMGW | VFR Wind VRB/6 | KMGW 162253Z VRB06KT 10SM CLR 23/16 A2973 RMK AO2 SLP058 T02280156 |
KMTC | VFR Wind 130/11 | KMTC 162256Z 13011KT 10SM FEW060 SCT250 25/09 A2950 RMK AO2A SLP991 T02500085 $ |
KPTK | VFR Wind 150/10 | KPTK 162253Z 15010G21KT 10SM FEW070 SCT220 27/08 A2951 RMK AO2 SLP986 T02670083 |
KYIP | VFR Wind 140/13 | KYIP 162253Z 14013KT 10SM CLR 27/09 A2953 RMK AO2 SLP992 T02670094 |
KYNG | VFR Wind 170/5 | KYNG 162251Z 17005KT 10SM FEW055 SCT090 SCT250 23/20 A2963 RMK AO2 RAE26 TSE26 SLP026 P0000 T02280200 $ |
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.