IFH 2-5

Altitude—37,000 feet Destination—Minneapolis Departure point—San DiegoCall sign—Northwest 196 Figure 9-6. Flight Strip.Figure 2-6. Flight strip. The briefer sends a flight plan to the host computer at the ARTCC (Center). After processing the flight plan, the computer sends flight strips to the tower, to the radar facility that handles the departure route, and to the Center controller whose sector the flight first enters. Figure 2-6 shows a typical strip. These strips are delivered approximately 30 minutes prior to the proposed departure time. Strips are delivered to en route facilities 30 minutes before the flight is expected to enter their airspace. If a flight plan is not opened, it will “time out” 2 hours after the proposed departure time. When departing an airport in Class G airspace, a pilot receives an IFR clearance from the FSS by radio or telephone. It contains either a clearance void time, in which case an aircraft must be airborne prior to that time, or a release time. Pilots should not take off prior to the release time. Pilots can help the controller by stating how soon they expect to be airborne. If the void time is, for example, 10 minutes past the hour and an aircraft is airborne at exactly 10 minutes past the hour, the clearance is void—a pilot must take off prior to the void time. A specific void time may be requested when filing a flight plan. ATC Towers Several controllers in the tower cab are involved in handling an instrument flight. Where there is a dedicated clearance delivery position, that frequency is found in the A/FD and on the instrument approach chart for the departure airport. Where there is no clearance delivery position, the ground controller performs this function. At the busiest airports, pre- taxi clearance is required; the frequency for pre-taxi clearance can be found in the A/FD. Taxi clearance should be requested not more than 10 minutes before proposed taxi time. It is recommended that pilots read their IFR clearance back to the clearance delivery controller. Instrument clearances can be overwhelming when attempting to copy them verbatim, but they follow a format that allows a pilot to be prepared when responding “Ready to copy.” The format is: clearance limit (usually the destination airport); route, including any departure procedure; initial altitude; frequency (for departure control); and transponder code. With the exception of the transponder code, a pilot knows most of these items before engine start. One technique for clearance copying is writing C-R-A-F-T. Assume an IFR flight plan has been filed from Seattle, Washington to Sacramento, California via V-23 at 7,000 feet. Traffic is taking off to the north from Seattle-Tacoma (Sea-Tac) airport and, by monitoring the clearance delivery frequency, a pilot can determine the departure procedure being assigned to southbound flights. The clearance limit is the destination airport, so write “SAC” after the letter C. Write “SEATTLE TWO – V23” after R for Route because departure control issued this departure to other flights. Write “70” after the A, the departure control frequency printed on the approach charts for Sea-Tac after F, and leave the space after the letter T blank—the transponder code is generated by computer and can seldom be determined in advance. Then, call clearance delivery and report “Ready to copy.” As the controller reads the clearance, check it against what is already written down; if there is a change, draw a line through that item and write in the changed item. Chances are the changes are minimal, and most of the clearance is copied before keying the microphone. Still, it is worthwhile to develop clearance shorthand to decrease the verbiage that must be copied (see Appendix 1). Pilots are required to have either the text of a departure procedure (DP) or a graphic representation (if one is available), and should review it before accepting a clearance. This is another reason to find out ahead of time which DP is in use. If the DP includes an altitude or a departure control frequency, those items are not included in the clearance. The last clearance received supersedes all previous clearances. For example, if the DP says “Climb and maintain 2,000 feet, expect higher in 6 miles,” but upon contacting the departure controller a new clearance is received: “Climb and maintain 8,000 feet,” the 2,000 feet restriction has been canceled. This rule applies in both terminal and Center airspace.