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 320/3
KDTW 282253Z 32003KT 9SM -RA FEW040 BKN080 BKN100 18/15 A3002 RMK AO2 WSHFT 2213 RAB19 SLP165 P0009 T01780150 $

KCLE

MVFR
Wind 220/7
KCLE 282251Z 22007KT 10SM OVC016 17/14 A3002 RMK AO2 SLP179 T01670144 $

KPIT

VFR
Wind 300/9
KPIT 282251Z 30009KT 10SM -RA BKN060 OVC080 17/12 A3008 RMK AO2 RAB08 SLP194 P0000 T01670122

KBUF

VFR
Wind 200/4
KBUF 282254Z 20004KT 8SM -RA FEW011 SCT022 OVC070 15/14 A3000 RMK AO2 SLP159 P0012 T01500139 $

KCAK

MVFR
Wind 220/7
KCAK 282251Z 22007KT 10SM OVC025 16/13 A3006 RMK AO2 SLP179 T01560133

KFNT

VFR
Wind Calm
KFNT 282253Z AUTO 00000KT 10SM SCT100 19/15 A3002 RMK AO2 SLP165 T01940150

KLAN

VFR
Wind 330/11
KLAN 282253Z 33011G19KT 10SM FEW060 23/10 A3003 RMK AO2 SLP167 T02280100

KROC

MVFR
Wind 250/8
KROC 282254Z 25008KT 4SM RA BR BKN050 OVC080 16/14 A2999 RMK AO2 SLP160 P0005 T01560144 $

KTOL

VFR
Wind 230/7
KTOL 282252Z 23007KT 10SM CLR 21/14 A3002 RMK AO2 LTG DSNT S SLP163 T02110144

CYQG

VFR
Wind 310/3
CYQG 282252Z AUTO 31003KT 9SM FEW076 OVC091 20/16 A3000 RMK LTNG DIST SE PCPN 0.8MM PAST HR SLP160 DENSITY ALT 1300FT

KAGC

VFR
Wind 290/7
KAGC 282253Z 29007G18KT 8SM -RA OVC080 17/11 A3008 RMK AO2 RAB36 SLP190 P0000 T01670111

KARB

VFR
Wind 20/6
KARB 282253Z 02006KT 10SM FEW055 SCT070 SCT100 19/13 A3002 RMK AO2 RAB12E23 SLP167 P0000 T01940133

KBKL

MVFR
Wind 210/11
KBKL 282253Z 21011G17KT 10SM SCT019 BKN026 OVC035 18/14 A3002 RMK AO2 LTG DSNT N SLP164 T01780144

KBVI

VFR
Wind 290/8
KBVI 282247Z 29008KT 10SM RA BKN060 OVC070 16/13 A3009

KCGF

VFR
Wind 230/10
KCGF 282245Z 23010G14KT 10SM SCT015 OVC050 17/15 A3005

KCKB

VFR
Wind 270/3
KCKB 282253Z 27003KT 10SM OVC070 21/08 A3009 RMK AO2 SLP181 T02110083 $

KDET

VFR
Wind 320/4
KDET 282253Z 32004KT 10SM SCT080 SCT095 21/13 A3001 RMK AO2 SLPNO T02110133

KERI

MVFR
Wind 200/12
KERI 282258Z 20012KT 3SM -RA BR BKN070 OVC090 15/13 A3001 RMK AO2 P0001 T01500133 $

KHLG

VFR
Wind 290/6
KHLG 282253Z 29006KT 10SM -RA OVC065 16/13 A3010 RMK AO2 RAB2158E18B40 SLP197 P0000 T01610128

KIAG

VFR
Wind 240/6
KIAG 282253Z 24006KT 10SM OVC090 15/14 A2999 RMK AO2 RAE14 SLP156 P0000 T01500144

KJST

VFR
Wind 240/9
KJST 282254Z AUTO 24009KT 10SM OVC060 18/06 A3008 RMK AO2 SLP183 T01830056

KJXN

VFR
Wind 320/4
KJXN 282256Z 32004KT 10SM SCT055 BKN070 22/14 A3003 RMK AO2 SLP167 CB DSNT E MOV E T02170139 PNO

KLBE

VFR
Wind 250/10
KLBE 282247Z 25010KT 15SM BKN070 20/10 A3008

KMBS

VFR
Wind 40/14
KMBS 282253Z 04014KT 10SM CLR 17/13 A3006 RMK AO2 SLP180 T01720128

KMFD

VFR
Wind 210/12
KMFD 282252Z 21012KT 10SM SCT016 SCT023 17/14 A3006 RMK AO2 SLP179 T01670139 $

KMGW

VFR
Wind VRB/4
KMGW 282253Z VRB04KT 10SM OVC070 21/08 A3010 RMK AO2 SLP190 T02060083

KMTC

VFR
Wind 10/11
KMTC 282256Z 01011KT 10SM FEW025 SCT090 SCT250 20/15 A2998 RMK AO2A RAE18 SLP156 P0000 T01990149 $

KPTK

VFR
Wind VRB/3
KPTK 282253Z VRB03KT 10SM SCT039 SCT150 19/14 A3002 RMK AO2 SLP165 T01940144

KYIP

VFR
Wind 330/3
KYIP 282253Z 33003KT 10SM SCT075 BKN110 18/14 A3003 RMK AO2 PK WND 31032/2214 RAB13E35 SLP167 P0010 T01780144

KYNG

VFR
Wind 210/7
KYNG 282251Z 21007KT 10SM OVC031 14/13 A3005 RMK AO2 RAE48 SLP178 P0000 T01440128

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.