Briefing
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 130/9
KDTW 241853Z 13009KT 100V180 10SM FEW070 SCT220 27/06 A3013 RMK AO2 SLP202 T02720061

KCLE

VFR
Wind 10/12
KCLE 241851Z 01012KT 10SM FEW060 SCT250 25/08 A3013 RMK AO2 SLP216 T02500083

KPIT

VFR
Wind 220/7
KPIT 241851Z 22007KT 10SM SCT050 SCT250 28/04 A3016 RMK AO2 SLP214 T02830039

KBUF

VFR
Wind 240/12
KBUF 241854Z 24012KT 10SM FEW065 FEW100 BKN240 BKN290 26/08 A3017 RMK AO2 SLP214 T02560083

KCAK

VFR
Wind 200/4
KCAK 241851Z 20004KT 10SM FEW060 FEW250 27/09 A3015 RMK AO2 SLP204 T02720089

KFNT

VFR
Wind Calm
KFNT 241853Z 00000KT 10SM CLR 26/08 A3013 RMK AO2 SLP201 T02610078

KLAN

VFR
Wind VRB/5
KLAN 241853Z VRB05KT 10SM CLR 26/06 A3013 RMK AO2 SLP199 T02610061

KROC

VFR
Wind 40/9
KROC 241854Z 04009G17KT 10SM SCT100 23/10 A3017 RMK AO2 SLP218 T02330100

KTOL

VFR
Wind 140/10
KTOL 241852Z COR 14010KT 10SM CLR 28/05 A3012 RMK AO2 SLP196 T02830050 $

CYQG

VFR
Wind 220/6
CYQG 241800Z AUTO 22006KT 170V240 9SM CLR 26/07 A3015 RMK SLP211 DENSITY ALT 1900FT

KAGC

VFR
Wind Calm
KAGC 241853Z 10SM CLR 26/08 A3017 RMK AO2 SLP214 T02610078

KARB

VFR
Wind VRB/6
KARB 241853Z VRB06G14KT 10SM CLR 28/07 A3013 RMK AO2 SLP200 T02780072

KBKL

VFR
Wind 30/7
KBKL 241853Z 03007KT 9SM CLR 21/09 A3014 RMK AO2 SLP204 T02060089

KBVI

VFR
Wind 160/4
KBVI 241855Z AUTO 16004KT 10SM CLR 29/03 A3017 RMK AO2 T02900026

KCGF

VFR
Wind 350/9
KCGF 241845Z 35009KT 10SM CLR 24/08 A3016

KCKB

VFR
Wind 60/4
KCKB 241853Z 06004KT 10SM CLR 28/06 A3017 RMK AO2 SLP203 T02780056

KDET

VFR
Wind 170/8
KDET 241853Z 17008KT 10SM CLR 27/05 A3013 RMK AO2 SLP202 T02720050

KERI

VFR
Wind 330/7
KERI 241851Z 33007KT 10SM CLR 22/07 A3017 RMK AO2 SLP214 T02220067

KHLG

VFR
Wind 240/6
KHLG 241853Z 24006KT 10SM CLR 28/07 A3016 RMK AO2 SLP210 T02780072

KIAG

VFR
Wind 350/9
KIAG 241853Z 35009KT 10SM CLR 24/09 A3015 RMK AO2 SLP211 T02390094

KJST

VFR
Wind 230/8
KJST 241854Z AUTO 23008G16KT 190V260 10SM CLR 24/04 A3022 RMK AO2 SLP223 T02440039

KJXN

VFR
Wind Calm
KJXN 241856Z 10SM CLR 27/06 A3012 RMK AO2 SLP198 T02720056

KLBE

VFR
Wind 260/10
KLBE 241850Z 26010KT 10SM FEW050 27/07 A3019

KMBS

VFR
Wind Calm
KMBS 241853Z 10SM CLR 24/09 A3015 RMK AO2 SLP210 T02390089

KMFD

VFR
Wind 140/12
KMFD 241852Z 14012KT 10SM BKN095 BKN110 27/08 A3015 RMK AO2 SLP202 T02720078

KMGW

VFR
Wind VRB/5
KMGW 241853Z VRB05KT 10SM CLR 29/03 A3018 RMK AO2 SLP211 T02890028

KMTC

VFR
Wind 120/10
KMTC 241856Z 12010KT 10SM FEW065 SCT250 27/08 A3010 RMK AO2A SLP196 T02670077 $

KPTK

VFR
Wind VRB/5
KPTK 241853Z VRB05KT 10SM FEW060 BKN250 27/06 A3013 RMK AO2 SLP197 T02720061

KYIP

VFR
Wind VRB/4
KYIP 241853Z VRB04KT 10SM CLR 28/06 A3013 RMK AO2 SLP199 T02780061

KYNG

VFR
Wind VRB/4
KYNG 241851Z VRB04G15KT 10SM FEW065 SCT250 27/05 A3016 RMK AO2 SLP209 T02720050

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.