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

MVFR
Wind 270/13
KDTW 132353Z 27013KT 3SM -SN SCT020 BKN027 BKN050 M06/M09 A3031 RMK AO2 PK WND 24028/2301 TWR VIS 4 PRESRR SLP273 P0000 60000 T10561089 11006 21056 51057

KCLE

VFR
Wind 270/21
KCLE 132351Z 27021G28KT 9SM -SN BKN037 OVC043 M03/M07 A3028 RMK AO2 PK WND 27031/2327 SLP280 P0000 60001 T10281072 10000 21028 53032

KPIT

MVFR
Wind 260/9
KPIT 132351Z 26009KT 9SM -SN BKN021 OVC031 M01/M05 A3025 RMK AO2 SLP261 P0000 60000 T10061050 10017 21011 51042

KBUF

VFR
Wind 260/19
KBUF 132354Z 26019G29KT 10SM -SN BKN037 M03/M09 A3016 RMK AO2 PK WND 26031/2304 SNB41 SLP222 4/003 P0000 60000 T10331094 11022 21033 53040

KCAK

MVFR
Wind 270/16
KCAK 132351Z 27016G26KT 7SM -SN BKN026 OVC043 M03/M08 A3026 RMK AO2 PK WND 27028/2302 SLP262 P0000 60000 T10281078 11017 21028 51039

KFNT

VFR
Wind 270/19
KFNT 132353Z 27019G30KT 10SM OVC040 M07/M12 A3028 RMK AO2 PK WND 28032/2323 SNB2256E08B25E45 SLP267 P0000 60000 T10671117 11022 21067 51056

KLAN

MVFR
Wind 270/18
KLAN 132353Z 27018G22KT 5SM HZ FEW021 SCT028 OVC041 M08/M12 A3032 RMK AO2 SLP282 60000 T10781122 11028 21078 51049

KROC

VFR
Wind 270/16
KROC 132354Z 27016G28KT 9SM -SN BKN033 OVC040 M03/M08 A3011 RMK AO2 PK WND 26032/2303 SLP207 4/003 P0000 60000 T10281083 10006 21028 53058

KTOL

VFR
Wind 270/16
KTOL 132352Z 27016G26KT 10SM FEW024 SCT029 OVC040 M06/M12 A3036 RMK AO2 PK WND 27030/2309 SNB24E38 SLP290 P0000 60000 T10561117 11006 21056 51054 $

CYQG

VFR
Wind 270/17
CYQG 132352Z AUTO 27017G27KT 6SM -SN SCT030 BKN042 OVC050 M05/M09 A3028 RMK SLP266

KAGC

MVFR
Wind 260/9
KAGC 132353Z 26009KT 5SM -SN BR SCT016 SCT033 OVC055 M02/M04 A3024 RMK AO2 SLP257 P0000 60000 T10221044 10011 21022 51042

KARB

VFR
Wind 270/17
KARB 132353Z 27017G25KT 7SM SCT024 SCT037 BKN050 M07/M12 A3030 RMK AO2 PK WND 25033/2316 SNE06B14E34 SLP276 P0000 60000 T10721117 11011 21072 51055

KBKL

VFR
Wind 260/27
KBKL 132353Z 26027G35KT 10SM -SN FEW027 OVC050 M02/M06 A3028 RMK AO2 PK WND 26038/2335 SNB52 SLP261 P0000 60000 T10221061 11006 21028 53043

KBVI

IFR
Wind 270/9
KBVI 132355Z AUTO 27009G15KT 240V300 1 1/2SM -SN SCT009 OVC015 M01/M04 A3025 RMK AO2 T10061039

KCGF

MVFR
Wind 280/19
KCGF 132345Z 28019G28KT 10SM -SN BKN024 OVC038 M03/M06 A3025

KCKB

VFR
Wind 250/11
KCKB 132353Z 25011G18KT 10SM OVC047 00/M06 A3032 RMK AO2 SLP270 60000 T00001061 10017 20000 51044

KDET

VFR
Wind 280/14
KDET 132353Z 28014G26KT 10SM SCT039 OVC049 M03/M11 A3028 RMK AO2 PK WND 29027/2322 SLP267 60002 T10331111 10000 21033 52053

KERI

VFR
Wind 240/8
KERI 132351Z 24008KT 9SM FEW019 BKN036 OVC055 M02/M06 A3022 RMK AO2 SNB11E20 SLP242 P0000 60001 T10221056 11022 21033 51039

KHLG

MVFR
Wind 260/14
KHLG 132353Z 26014G23KT 8SM -SN SCT021 BKN025 OVC060 00/M06 A3028 RMK AO2 SNE2256B00E12B40 SLP264 P0000 60000 T00001056 10017 20000 51038

KIAG

VFR
Wind 270/16
KIAG 132353Z 27016KT 10SM OVC037 M03/M09 A3016 RMK AO2 PK WND 28029/2318 SNB15E22 SLP228 P0000 60000 T10281089 11011 21028 51060

KJST

MVFR
Wind 280/15
KJST 132354Z AUTO 28015G23KT 5SM -SN SCT021 BKN025 OVC033 M03/M07 A3015 RMK AO2 PK WND 29030/2308 SLP235 P0000 60002 T10331072 10000 21039 51049

KJXN

VFR
Wind 250/10
KJXN 132356Z 25010KT 7SM -SN SCT022 OVC041 M08/M12 A3032 RMK AO2 PK WND 24026/2316 SNB11 SLP284 P0000 60002 T10781117 11017 21083 51048

KLBE

VFR
Wind 250/14
KLBE 132352Z 25014KT 7SM -SN SCT027 BKN036 OVC047 M01/M05 A3027

KMBS

VFR
Wind 260/16
KMBS 132353Z 26016G23KT 10SM OVC035 M06/M12 A3027 RMK AO2 PK WND 26027/2257 SLP261 60000 T10611122 11033 21061 53056

KMFD

MVFR
Wind 250/13
KMFD 132352Z 25013G24KT 8SM -SN BKN020 OVC027 M04/M09 A3030 RMK AO2 SLP277 P0000 60000 T10441089 11022 21044 51045

KMGW

VFR
Wind 240/8
KMGW 132353Z 24008G15KT 9SM -SN FEW025 BKN032 OVC043 00/M06 A3030 RMK AO2 SNB39 SLP270 P0000 60000 T00001056 10022 20000 53027

KMTC

VFR
Wind 270/12
KMTC 132356Z 27012G22KT 10SM DRSN SCT033 BKN043 M04/M11 A3023 RMK AO2A PK WND 27029/20 SLP250 P0000 60001 4/004 T10411107 11010 21041 52054 $

KPTK

VFR
Wind 290/19
KPTK 132353Z 29019G25KT 6SM -SN SCT026 BKN036 M07/M12 A3025 RMK AO2 PK WND 29027/2331 SLP260 P0000 60000 T10671117 11022 21067 51051

KYIP

MVFR
Wind 260/18
KYIP 132353Z 26018G27KT 8SM BKN024 BKN029 OVC055 M06/M11 A3031 RMK AO2 PK WND 28028/2328 SNB13E42 SLP272 P0000 60001 T10561106 11006 21056 51057

KYNG

IFR
Wind 250/7
KYNG 132351Z 25007KT 2SM -SN BR SCT012 OVC022 M03/M04 A3023 RMK AO2 SLP250 P0000 60000 T10331044 11022 21033 51036

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.