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 280/9 | KDTW 260453Z 28009KT 10SM SCT010 BKN085 OVC110 17/16 A2984 RMK AO2 SLP103 T01670156 402440133 |
KCLE | MVFR Wind 270/4 | KCLE 260451Z 27004KT 10SM SCT010 BKN017 OVC043 17/16 A2982 RMK AO2 RAE0354 SLP109 P0000 T01670161 402390167 $ |
KPIT | IFR Wind 140/4 | KPIT 260451Z 14004KT 1 3/4SM RA BR FEW002 BKN009 OVC013 18/17 A2985 RMK AO2 SLP110 P0014 T01780167 402440172 $ |
KBUF | MVFR Wind 190/8 | KBUF 260454Z 19008KT 6SM RA OVC015 17/14 A2982 RMK AO2 SLP098 P0005 T01670139 402110144 |
KCAK | IFR Wind 230/5 | KCAK 260451Z 23005KT 8SM -RA BKN008 BKN020 OVC090 17/16 A2984 RMK AO2 SLP099 P0000 T01670161 402330156 $ |
KFNT | MVFR Wind 10/11 | KFNT 260453Z AUTO 01011KT 10SM OVC015 09/06 A2994 RMK AO2 RAE0356 SLP138 P0000 T00890056 402670083 |
KLAN | VFR Wind 20/8 | KLAN 260453Z 02008KT 10SM SCT038 BKN046 OVC100 11/07 A2995 RMK AO2 SLP140 T01060067 402610094 |
KROC | VFR Wind Calm | KROC 260454Z 00000KT 10SM -RA OVC044 16/13 A2982 RMK AO2 RAB51 SLP102 P0000 T01610128 401720122 |
KTOL | VFR Wind 280/8 | KTOL 260452Z 28008KT 8SM FEW050 SCT100 16/15 A2986 RMK AO2 SLP107 T01610150 402610161 $ |
CYQG | MVFR Wind 300/5 | CYQG 260433Z AUTO 30005KT 3SM BR BKN013 OVC120 17/17 A2984 RMK SLP105 DENSITY ALT 1100FT |
KAGC | MVFR Wind 170/8 | KAGC 260453Z 17008KT 3SM -RA BR SCT007 BKN017 OVC034 17/16 A2986 RMK AO2 RAE01B28 SLP112 P0003 T01670161 402280156 |
KARB | MVFR Wind 340/11 | KARB 260453Z AUTO 34011KT 6SM BR OVC011 12/11 A2988 RMK AO2 WSHFT 0414 SLP113 T01220106 402560122 |
KBKL | IFR Wind Calm | KBKL 260453Z AUTO 00000KT 1 3/4SM BR SCT008 OVC011 16/16 A2982 RMK AO2 SLP095 T01610161 402220144 |
KBVI | IFR Wind 200/4 | KBVI 260455Z AUTO 20004KT 4SM +DZ BKN007 OVC010 18/16 A2985 RMK AO2 T01800162 |
KCGF | MVFR Wind Calm | KCGF 260455Z AUTO 00000KT 10SM -RA SCT009 OVC015 17/ A2985 RMK AO2 P0004 T0166//// |
KCKB | VFR Wind 190/7 | KCKB 260453Z 19007KT 10SM OVC075 18/16 A2992 RMK AO2 RAE0359 SLP118 P0000 T01780156 402560172 |
KDET | IFR Wind 10/19 | KDET 260453Z 01019G24KT 6SM BR OVC008 16/14 A2985 RMK AO2 RAE0355 CIG 004V011 SLP105 P0000 T01560144 402500117 |
KERI | VFR Wind 180/4 | KERI 260451Z AUTO 18004KT 7SM -RA FEW021 SCT055 OVC100 16/16 A2983 RMK AO2 SLP099 P0005 T01610156 402110117 |
KHLG | IFR Wind 220/8 | KHLG 260453Z AUTO 22008KT 6SM -RA BR BKN008 BKN014 OVC041 18/17 A2986 RMK AO2 SLP108 P0010 T01830167 402560172 |
KIAG | MVFR Wind 180/4 | KIAG 260453Z AUTO 18004KT 6SM -RA BR BKN015 OVC035 15/14 A2981 RMK AO2 SLP096 P0004 T01500139 401830128 |
KJST | MVFR Wind 210/10 | KJST 260454Z AUTO 21010G17KT 7SM -RA SCT012 BKN023 OVC080 16/14 A2992 RMK AO2 SLP123 P0012 T01560139 402060144 |
KJXN | MVFR Wind 330/9 | KJXN 260456Z AUTO 33009G17KT 10SM OVC024 12/07 A2992 RMK AO2 SLP128 T01220072 402500122 $ |
KLBE | Arra Wind 180/6 | KLBE 260455Z AUTO 18006G13KT -RA 17/17 A2990 RMK AO2 P0005 |
KMBS | MVFR Wind 360/11 | KMBS 260453Z AUTO 36011KT 7SM -RA BKN016 OVC023 09/06 A2997 RMK AO2 RAB26 SLP150 P0000 T00890061 402000083 |
KMFD | IFR Wind 260/6 | KMFD 260452Z AUTO 26006KT 10SM BKN006 OVC013 17/16 A2985 RMK AO2 CIG 004V010 SLP103 T01720161 402280156 |
KMGW | VFR Wind 190/6 | KMGW 260453Z AUTO 19006KT 10SM OVC085 18/16 A2992 RMK AO2 RAE36 SLP122 P0010 T01780161 402500178 |
KMTC | IFR Wind 330/16 | KMTC 260455Z AUTO 33016KT 10SM BKN008 OVC012 10/08 A2984 RMK AO2 DZE09 BKN V OVC SLP109 P0000 T00990082 402360097 $ |
KPTK | MVFR Wind 350/12 | KPTK 260453Z AUTO 35012G20KT 10SM BKN010 OVC014 09/07 A2988 RMK AO2 CIG 008V012 SLP116 T00890067 402500089 |
KYIP | IFR Wind 320/14 | KYIP 260453Z 32014KT 5SM BR OVC006 13/12 A2986 RMK AO2 SLP107 T01330117 402610122 |
KYNG | IFR Wind 60/4 | KYNG 260451Z 06004KT 6SM -RA BR FEW002 BKN008 OVC013 16/16 A2984 RMK AO2 SLP102 P0000 T01610156 402170156 $ |
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.