IFR Clearance Examples
- Thread starter middies10
- Start date
z987k
Well-Known Member
They all go in the same exact format.
N1234, cleared from abc to xyz as filed. Maintain FL200, departure frequency 123.4, squawk 1234.
a small change, especially if from a larger airport -
N1234, cleared to xyz via the example 6 departure, qrs, then as filed.
Basically, it's You, from, to, route, altitude, departure frequency, squawk code. Same order, every time.
One I got today exactly - N1234, cleared to the Lewiston airport via the Kent Six departure, then as filed. Climb and maintain two thousand, expect FL210 three minutes after departure, Seattle on 119.2, squawk 5142.
N1234, cleared from abc to xyz as filed. Maintain FL200, departure frequency 123.4, squawk 1234.
a small change, especially if from a larger airport -
N1234, cleared to xyz via the example 6 departure, qrs, then as filed.
Basically, it's You, from, to, route, altitude, departure frequency, squawk code. Same order, every time.
One I got today exactly - N1234, cleared to the Lewiston airport via the Kent Six departure, then as filed. Climb and maintain two thousand, expect FL210 three minutes after departure, Seattle on 119.2, squawk 5142.
Cessnaflyer
Wooooooooooooooooooooooooooooooo
I wish I was hearing that clearance. Are you 1950?
Best thing to remember is the format of CRAFT
Clearance limit (usually the destination airport)
Route
Altitude
Frequency for departure
Transponder code.
z987k
Well-Known Member
I don't fly for AMF anymore.
ppragman
FLIPY FLAPS!
As other's have mentioned, they all have the exact same format. If it's going to be a long reroute or a convoluted routing the controller will usually tell you, but make sure you're ready to get the clearance and have a pen in hand. Don't be taxiing when you pick up your clearance either - especially single pilot. Do you know how easy it is to slide off an icy runway or smash an airplane up if you're writing down clearances in the airplane while you move about on the surface? When you are taxiing taxi. A lot of freight doggies (myself included until I got a long convoluted reroute) have the bad habit of neglecting to write down the clearance if we have "as filed" because we already know the routing. Grab a piece of paper and write it down, don't "write it into the panel." If you're going to get a reroute, have a chart out too, it really helps. Here's an example, you're starting at Merril Field (PAMR):
"Navajo 123AB, unable direct this morning, You're cleared to the Juneau Airport, via radar vectors to Anchorage VOR, then V320 to Johnstone Point VOR, V319 to Yakutat, after Yakutat, V440 to HAPIT, then V317 to Sisters Island VOR. Climb and Maintain One-Zero Thousand, expect One-Two Thousand Ten Minutes after departure. Departure Frequency is 126.4, Squawk 4523."
If I were to write this clearance down, it'd look something like this:
JNU RV TED V320 JOH V319 YAK V440 HAPIT V317 SSR M100x120-10 126.4 4523
I tend to write down my clearances in just a line on a piece of paper, writing out "CRAFT" then the routing seems a bit cumbersome for me.
jrh
Well-Known Member
All great advice here.
This advice especially applies when one doesn't regularly fly in the same area and know all the local navaids and fixes. That's the spot I find myself in on many ferry flights. The trickiest part is figuring out IDs for navaids and fixes when a controller calls them by name, then you have to figure out how to load them in to the avionics. For instance, knowing "Mormon Mesa" = "MMM" in the GPS.
The only way to do this safely and reliably is to write them down, then spend a minute stopped in the parking or runup area setting everything up while referencing a chart.
TOGA9
OPS CHECK GOOD
+1 for "CRAFT" and I find this works reasonably well for instrument students. I myself write the clearance out like other posters said in a line format. For our training we usually get "Cleared as Filed" so the students do not get as much experience with new clearances unless its an XC.
Once corny tactic I've used is go into another room, call your student on the cell phone with speakerphone, then read out a more complicated clearance.
Once corny tactic I've used is go into another room, call your student on the cell phone with speakerphone, then read out a more complicated clearance.
Cessnaflyer
Wooooooooooooooooooooooooooooooo
I don't think anyone writes out the word craft then a clearance. I would need a steno pad a day if I did that.
Cessnaflyer
Wooooooooooooooooooooooooooooooo
Liveatc.net
rframe
pǝʇɹǝʌuı
15? years ago when I got my instrument rating I remember finding a set of tapes I think that were in the airport lobby loaner library that taught a clearance short hand method, and it contained dozens and dozens of practice clearances. I never really adopted their short hand symbology, but I really liked practicing the clearances as they'd increase in length, speed, and complexity. I would think some of the Communications programs/DVD's/CD's that are advertised take a similar approach now days.
spoolinup22
Well-Known Member
Daaang 3min? What are ya driving?
z987k
Well-Known Member
The expect is when to expect a clearance to FL210.
Roger Roger
Bottom of the list
What the heck man, did you actually do a charter down here and not tell me?
ppragman
FLIPY FLAPS!
No I'd let you know. I just have heard a couple of people (Aerometric I think?) get that routing.
Chief Captain
Well-Known Member
+2 for liveatc.net. Just listen to clearance delivery from one of the busier airports.
Of course there are exceptions to every rule. Last time I was in ATL, I heard "Cleared to ___ via the ___ departure. Squawk 1234"
Of course there are exceptions to every rule. Last time I was in ATL, I heard "Cleared to ___ via the ___ departure. Squawk 1234"
