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 VRB/3 | KDTW 241353Z VRB03KT 10SM BKN250 18/11 A3019 RMK AO2 SLP220 T01830106 |
KCLE | VFR Wind 250/5 | KCLE 241351Z 25005KT 10SM SCT250 23/09 A3018 RMK AO2 SLP231 T02280094 |
KPIT | VFR Wind VRB/3 | KPIT 241351Z VRB03KT 10SM SCT250 21/08 A3023 RMK AO2 SLP238 T02060078 |
KBUF | VFR Wind 210/9 | KBUF 241354Z 21009KT 10SM FEW065 FEW090 FEW130 FEW250 21/08 A3020 RMK AO2 SLP224 MDT CU DSNT N T02110078 |
KCAK | VFR Wind 220/5 | KCAK 241351Z 22005KT 10SM FEW250 21/08 A3021 RMK AO2 SLP225 T02110083 |
KFNT | VFR Wind 250/4 | KFNT 241353Z 25004KT 10SM CLR 21/09 A3018 RMK AO2 SLP218 T02110094 |
KLAN | VFR Wind 250/4 | KLAN 241353Z 25004KT 10SM CLR 19/08 A3017 RMK AO2 SLP216 T01940083 |
KROC | VFR Wind 230/7 | KROC 241354Z 23007KT 10SM FEW075 SCT140 BKN240 19/08 A3020 RMK AO2 SLP228 T01890083 |
KTOL | VFR Wind Calm | KTOL 241352Z 00000KT 10SM CLR 21/08 A3017 RMK AO2 SLP215 T02110083 $ |
CYQG | VFR Wind 180/3 | CYQG 241300Z AUTO 18003KT 130V230 9SM CLR 15/10 A3019 RMK SLP227 |
KAGC | VFR Wind 170/6 | KAGC 241353Z 17006KT 10SM CLR 19/07 A3024 RMK AO2 SLP237 T01940067 |
KARB | VFR Wind Calm | KARB 241353Z 00000KT 7SM CLR 19/10 A3018 RMK AO2 SLP219 T01940100 |
KBKL | VFR Wind 40/6 | KBKL 241353Z 04006KT 10SM CLR 16/11 A3018 RMK AO2 SLP218 T01560111 |
KBVI | VFR Wind 220/4 | KBVI 241355Z AUTO 22004KT 10SM CLR 22/07 A3023 RMK AO2 T02170072 |
KCGF | VFR Wind 250/4 | KCGF 241345Z 25004KT 10SM CLR 24/08 A3022 |
KCKB | VFR Wind 140/4 | KCKB 241353Z 14004KT 10SM CLR 21/08 A3026 RMK AO2 SLP233 T02060083 |
KDET | VFR Wind VRB/3 | KDET 241353Z VRB03KT 9SM CLR 20/10 A3018 RMK AO2 SLPNO T02000100 |
KERI | VFR Wind 200/6 | KERI 241351Z 20006KT 10SM CLR 24/07 A3020 RMK AO2 SLP225 T02390072 |
KHLG | VFR Wind 200/6 | KHLG 241353Z 20006KT 10SM CLR 22/09 A3023 RMK AO2 SLP231 T02170089 |
KIAG | VFR Wind 230/9 | KIAG 241353Z 23009KT 10SM FEW095 19/08 A3018 RMK AO2 SLP221 T01940083 |
KJST | VFR Wind 190/4 | KJST 241354Z AUTO 19004KT 10SM CLR 19/06 A3029 RMK AO2 SLP247 T01890056 |
KJXN | VFR Wind Calm | KJXN 241356Z 00000KT 10SM CLR 19/08 A3018 RMK AO2 SLP219 T01940078 $ |
KLBE | VFR Wind Calm | KLBE 241347Z 00000KT 10SM SCT200 19/11 A3026 |
KMBS | VFR Wind Calm | KMBS 241353Z 00000KT 10SM CLR 17/09 A3018 RMK AO2 SLP222 T01670089 |
KMFD | VFR Wind 140/5 | KMFD 241352Z 14005KT 10SM CLR 22/08 A3021 RMK AO2 SLP222 T02170078 |
KMGW | VFR Wind 200/3 | KMGW 241353Z 20003KT 10SM CLR 22/08 A3026 RMK AO2 SLP240 T02220078 |
KMTC | VFR Wind 140/4 | KMTC 241356Z 14004KT 10SM BKN250 18/11 A3014 RMK AO2A SLP211 T01760105 $ |
KPTK | VFR Wind 260/5 | KPTK 241353Z 26005KT 10SM SCT180 OVC250 22/08 A3017 RMK AO2 SLP212 T02170083 |
KYIP | VFR Wind 200/3 | KYIP 241353Z 20003KT 10SM CLR 19/10 A3019 RMK AO2 SLP218 T01890100 |
KYNG | VFR Wind 200/4 | KYNG 241351Z 20004KT 10SM FEW250 22/07 A3023 RMK AO2 SLP231 T02170072 |
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.