IFR Clearance

T

Tim06

New Member
I'm starting my IR training soon, and was wondering what setup, or method everyone uses to copy their IFR clearance.

Tim
 
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I'm starting my IR training soon, and was wondering what setup, or method everyone uses to copy their IFR clearance.


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I use a First Officer! Works great. Low workload for me.
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HARD-C backwards, 1-2-3

Clearance limit
Departure instructions
Routing
Altitude
Holding instructions
1-EFC/EAC
2-Dept frequency
3-squawk

I write the CDRAH 1-2-3 vertical as I've shown, and just fill it in as the clearance is read.

This is one of about 50 ways to copy a clearance
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CRAFT
HITS

C-leared to:
R-oute:
A-ltitude
F-requency (Departure)
T-ransponder Code

H-eading
I-nstruments Set (Yes/No)
T-ime Off
S-quawk Code
I have an Excel File I could send that works on a kneeboard format. If anyone needs/wants it shoot em a PM
 
I write CRAFT vertically down the side of my paper and use it like this:

C - Clearance Limit
R - Route
A - Altitude
F - Frequency
T - Transponder

ATC always reads back clearences in this order.
 
Just write down what the controllers says and then read it back to him the way he said it....pretty simple. Concentrate on the numbers and read them back in the order given.
 
I go with the CRAFT method, too. Not to be confused with NWKRAFT. That's different. If you have a scanner and can pick up a ground or clearance delivery freq at an airport, practice writing down clearances. Read them back outloud. Does wonders.
 
CRAFT is a good way to teach instrument to "anticipate" what the controller will say. Experienced pilots should just be able to right down the clearance in shorthand and read it back as appropriate.
 
[ QUOTE ]
CRAFT
HITS

C-leared to:
R-oute:
A-ltitude
F-requency (Departure)
T-ransponder Code

H-eading
I-nstruments Set (Yes/No)
T-ime Off
S-quawk Code

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That's a cool way of doing it. Never heard the HITS thing. I've always used the standard CRAFT deal, but then use "FRDS" ("freds") for setting everything up before takeoff.

F - Freqs (All frequencies dialed in)
R - Rads (Heading bugs, Nav 1/2 set and dialed up)
D - DMEs
S - Squawks

Works very well for me.
 
Instead of using HITS or FREDS or TEDS or ALICES, I just use a flow in the SP. Nav radios set and IDed, coms set and working, GPS or DME set, course set on instruments, check NAV/GPS switch, HI to Compass. Pretty much start at the bottom of the stack and work up.
 
I just set the initial altitude in selector, final altitude in press. controler, departure frequency in stby radio and squawk in the box......
Of course, we always get cleared as filed....direct !!!
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If you don't have a altitude selector...use the adf !

Again...we get direct or as filed !
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Mmmmm - Kraft Macarroni and Cheese!! It's the CHEESIEST!!!

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Well...you can always add more queso to Kraft!!
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Thanks a lot to everyone who posted
 
So long as you don't try to use sign-language to read back the clearance you should be just fine ... C/D gets a little testy if they have to break out the binocculars.
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The best advice I can offer here is Don't think about it. When receiving a clearance just write it down. If you stop writing it and try to understand what the clearance is your are going to mess up and congest the clearance frequency with a unneccessary re read. Most of the time the clearance will be what you file so there should be no surprises, but if you are operating in unfamiliar airpspace you are apt to get a clearance with an unfamiliar intersection / Departure Procedure or such. In this case just write it down and read it back to the controller ... then look up the rout and familiarize your self with it. As you gain experience in the IFR enviroment you will realize that most of the communications and procedures are routine and you will find yourself anticipating the next instruction. Develope some short hand techniques and you will be fine. Here is an example ( best I can remember ) of a clearance I received yesterday, and how I wrote it down.

C MDT Trailer 1 DVC AF 70 370/10 139.95 6527

Interpretation:

Cleared to Middletown Airport via the Trailer 1 departure procedure with the Dove Creek transition then as filed. Climb and maintain 7000 expect Flight Level 370 ten minutes after departure, contact departure on 139.95, squawk 6527.

Jim
 
D'oh! Yeah, I had just woken up when I read that. I tend to leave out the "c" since to me that part is understood.
 
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