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 340/3 | KDTW 070453Z 34003KT 6SM HZ FEW050 SCT120 OVC250 16/11 A2993 RMK AO2 SLP133 T01610111 402390139 |
KCLE | MVFR Wind 260/3 | KCLE 070451Z 26003KT 4SM BR SCT012 BKN065 16/16 A2989 RMK AO2 SLP134 T01610156 402280161 |
KPIT | VFR Wind 260/3 | KPIT 070451Z 26003KT 10SM FEW004 SCT030 OVC190 19/19 A2986 RMK AO2 SLP109 T01940189 402830183 $ |
KBUF | VFR Wind 40/4 | KBUF 070454Z 04004KT 10SM SCT055 BKN080 BKN150 BKN250 18/17 A2986 RMK AO2 SLP109 T01830167 402330161 |
KCAK | VFR Wind 340/5 | KCAK 070451Z 34005KT 6SM BR FEW032 FEW055 OVC230 17/16 A2989 RMK AO2 SLP116 T01720161 402440172 |
KFNT | VFR Wind Calm | KFNT 070453Z AUTO 00000KT 10SM CLR 16/08 A2994 RMK AO2 SLP137 T01560078 402560106 |
KLAN | VFR Wind 40/5 | KLAN 070453Z 04005KT 10SM CLR 15/08 A2995 RMK AO2 SLP141 T01500078 402440122 |
KROC | VFR Wind 40/5 | KROC 070454Z 04005KT 7SM BKN065 OVC090 17/16 A2986 RMK AO2 SLP112 T01670156 402220167 |
KTOL | IFR Wind Calm | KTOL 070452Z 00000KT 2 1/2SM BR OVC022 17/16 A2992 RMK AO2 SLP129 T01720161 402110156 $ |
CYQG | VFR Wind 360/5 | CYQG 070400Z AUTO 36005KT 9SM CLR 15/10 A2993 RMK SLP135 DENSITY ALT 900FT |
KAGC | MVFR Wind Calm | KAGC 070453Z 00000KT 4SM BR CLR 19/18 A2986 RMK AO2 SLP106 T01890183 402610189 |
KARB | LIFR Wind 260/3 | KARB 070453Z AUTO 26003KT 1/4SM FG VV009 13/13 A2993 RMK AO2 SLP135 T01280128 402390128 |
KBKL | IFR Wind 250/4 | KBKL 070453Z AUTO 25004KT 2SM BR CLR 16/16 A2989 RMK AO2 SLP119 T01560156 401890156 $ |
KBVI | VFR Wind 190/3 | KBVI 062323Z AUTO 19003KT 10SM BKN091 BKN20006 BKN060 23/20 A2987 RMK AO2 |
KCGF | Arra Wind 240/3 | KCGF 070455Z AUTO 24003KT 15/ A2991 RMK AO2 T0150//// |
KCKB | MVFR Wind 130/3 | KCKB 070453Z AUTO 13003KT 10SM BKN012 21/19 A2987 RMK AO2 LTG DSNT N SLP101 T02060189 402830183 |
KDET | VFR Wind 360/6 | KDET 070453Z 36006KT 10SM CLR 17/08 A2992 RMK AO2 SLP128 T01670078 402330144 |
KERI | IFR Wind 230/3 | KERI 070451Z AUTO 23003KT 2 1/2SM BR SCT060 16/16 A2988 RMK AO2 SLP116 T01610156 402110161 |
KHLG | LIFR Wind 310/3 | KHLG 070453Z AUTO 31003KT 1/4SM R03/2600V3500FT FG VV002 19/19 A2987 RMK AO2 SLP108 T01890189 402670178 |
KIAG | MVFR Wind Calm | KIAG 070453Z AUTO 00000KT 4SM BR OVC070 16/14 A2986 RMK AO2 SLP110 T01610144 402390161 |
KJST | IFR Wind 230/3 | KJST 070454Z AUTO 23003KT 7SM BKN007 OVC015 19/18 A2989 RMK AO2 CIG 006V012 SLP107 T01890178 402280161 $ |
KJXN | VFR Wind 70/5 | KJXN 070456Z AUTO 07005KT 8SM CLR 14/10 A2994 RMK AO2 SLP135 T01440100 402330144 |
KLBE | LIFR Wind Calm | KLBE 070455Z AUTO 00000KT 3SM BR BKN002 BKN040 19/19 A2987 RMK AO2 |
KMBS | VFR Wind 50/5 | KMBS 070453Z AUTO 05005KT 10SM CLR 14/09 A2997 RMK AO2 SLP145 T01440089 402560117 |
KMFD | LIFR Wind 350/6 | KMFD 070452Z AUTO 35006KT 2SM BR OVC003 17/16 A2991 RMK AO2 SLP121 T01670161 402390167 |
KMGW | MVFR Wind 210/3 | KMGW 070453Z AUTO 21003KT 10SM SCT010 BKN021 OVC029 21/19 A2988 RMK AO2 LTG DSNT W SLP107 T02110194 402780178 |
KMTC | VFR Wind 350/7 | KMTC 070455Z AUTO 35007KT 10SM OVC120 16/08 A2989 RMK AO2 SLP125 T01570084 402320136 FZRANO $ |
KPTK | VFR Wind 10/3 | KPTK 070453Z AUTO 01003KT 8SM CLR 15/08 A2994 RMK AO2 SLP134 T01500083 402390128 |
KYIP | IFR Wind Calm | KYIP 070453Z 00000KT 2 1/2SM BR 16/14 A2994 RMK AO2 SLP133 T01560139 402440139 $ |
KYNG | MVFR Wind 330/6 | KYNG 070451Z 33006KT 5SM BR FEW004 OVC240 16/16 A2989 RMK AO2 SLP117 T01610161 402560161 |
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.