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 240/19
KDTW 201953Z 24019G27KT 10SM BKN040 BKN050 M11/M21 A3036 RMK AO2 PK WND 25027/1947 SLP295 T11111206 $

KCLE

VFR
Wind 250/14
KCLE 201951Z 25014KT 10SM SCT035 M13/M20 A3039 RMK AO2 SLP326 DRSN T11281200 $

KPIT

VFR
Wind 260/9
KPIT 201951Z 26009KT 220V300 10SM FEW028 BKN038 M11/M20 A3037 RMK AO2 SLP317 T11111200 $

KBUF

VFR
Wind 260/18
KBUF 201954Z 26018G28KT 10SM FEW030 M11/M19 A3027 RMK AO2 PK WND 27032/1914 SLP265 T11111194

KCAK

VFR
Wind 230/13
KCAK 201951Z 23013KT 10SM FEW035 M13/M20 A3038 RMK AO2 SLP314 T11331200 $

KFNT

IFR
Wind 250/16
KFNT 201953Z 25016G26KT 2 1/2SM -SN BKN032 BKN042 OVC050 M12/M18 A3030 RMK AO2 PK WND 25026/1952 VIS 1 1/4V5 SLP279 P0000 T11221178

KLAN

Arra
Wind 250/17
KLAN 201953Z 25017G26KT R10R/6000VP6000FT FEW017 BKN023 OVC035 A3032 RMK AO2 PK WND 25026/1947 SNE53 SLPNO P0001 $

KROC

VFR
Wind 260/23
KROC 201954Z 26023G32KT 6SM BLSN FEW035 FEW065 M10/M18 A3026 RMK AO2 PK WND 26032/1947 SLP262 T11001183

KTOL

VFR
Wind 240/17
KTOL 201952Z 24017G23KT 10SM BKN037 M11/M21 A3041 RMK AO2 PK WND 26026/1915 SLP311 T11061206 $

CYQG

VFR
Wind 240/20
CYQG 201900Z AUTO 24020G28KT 9SM BKN038 M11/M19 A3034 RMK SLP292

KAGC

VFR
Wind 240/16
KAGC 201953Z 24016G23KT 7SM OVC031 M12/M19 A3037 RMK AO2 SNB29E39 SLP314 P0000 T11221194 $

KARB

VFR
Wind 250/15
KARB 201953Z 25015G25KT 10SM OVC040 M12/M20 A3034 RMK AO2 PK WND 24027/1854 SLP294 T11171200

KBKL

VFR
Wind 220/19
KBKL 201953Z 22019G24KT 10SM FEW040 M12/M21 A3041 RMK AO2 SLP310 T11221211 $

KBVI

VFR
Wind 290/8
KBVI 201955Z AUTO 29008G17KT 10SM SCT040 M09/M21 A3037 RMK AO2 T10921210

KCGF

VFR
Wind 230/12
KCGF 201945Z 23012G20KT 10SM SCT035 M12/M21 A3037

KCKB

VFR
Wind 230/9
KCKB 201953Z 23009KT 10SM SCT028 BKN034 M12/M18 A3044 RMK AO2 SLP325 T11171183

KDET

VFR
Wind 240/16
KDET 201953Z 24016G24KT 10SM BKN045 OVC050 M11/M20 A3034 RMK AO2 PK WND 23027/1940 SLP287 T11061200 $

KERI

MVFR
Wind 230/19
KERI 201951Z 23019G25KT 3SM R06/5500VP6000FT HZ BKN032 OVC040 M11/M17 A3034 RMK AO2 PK WND 21030/1926 SNE1856B03E41 SLP288 P0000 T11111172

KHLG

VFR
Wind 260/14
KHLG 201953Z 26014G21KT 10SM SCT037 M12/M21 A3040 RMK AO2 SLP320 T11171211

KIAG

VFR
Wind 250/19
KIAG 201953Z 25019G28KT 6SM HZ SCT041 M11/M19 A3028 RMK AO2 PK WND 24028/1944 SLP277 T11061189

KJST

MVFR
Wind 270/12
KJST 201954Z AUTO 27012G23KT 4SM -SN BKN023 OVC034 M14/M19 A3022 RMK AO2 SLP282 P0000 T11441194

KJXN

MVFR
Wind 220/15
KJXN 201956Z 22015G20KT 10SM BKN029 OVC039 M14/M19 A3033 RMK AO2 PK WND 21028/1930 SLP296 T11391194

KLBE

VFR
Wind 250/17
KLBE 201956Z 25017KT 10SM BKN036 BKN043 M12/M19 A3040

KMBS

VFR
Wind 270/15
KMBS 201953Z AUTO 27015KT 10SM BKN036 OVC046 M13/M20 A3030 RMK AO2 SLP278 T11281200

KMFD

VFR
Wind 220/13
KMFD 201952Z 22013KT 10SM CLR M14/M22 A3037 RMK AO2 PK WND 20026/1922 SLP315 T11441217 $

KMGW

VFR
Wind 240/9
KMGW 201953Z 24009KT 10SM FEW026 SCT033 M12/M18 A3041 RMK AO2 SLP322 T11171183

KMTC

VFR
Wind 250/12
KMTC 201955Z AUTO 25012KT 10SM FEW025 SCT037 BKN047 M11/M20 A3030 RMK AO2 PK WND 26026/28 SLP279 T11061200 $

KPTK

VFR
Wind 250/13
KPTK 201953Z 25013G23KT 8SM -SN BKN034 BKN043 OVC130 M13/M21 A3028 RMK AO2 SLP278 P0000 T11281206 $

KYIP

VFR
Wind 250/16
KYIP 201953Z 25016G25KT 10SM OVC040 M11/M20 A3035 RMK AO2 PK WND 24028/1930 SLP291 T11111200

KYNG

VFR
Wind 240/14
KYNG 201951Z 24014G21KT 10SM BKN040 M12/M21 A3035 RMK AO2 SLP303 DRSN T11221211

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.