Clearance
delivery is the first live person that a pilot will be in contact with.
In the real world, only IFR flights speak with clearance delivery.
VFR flight plans are handled via the pilot calling or emailing the flight
plan to that state's FSS (Flight Service Station). IFR flight plans
are sent to clearance delivery, generally by the airlines or the members
of the FSS that handle IFR plans. Detroit Virtual requires that ALL
pilots, IFR and VFR, contact clearance delivery. In simple fashion,
the pilot would initially listen to the field's ATIS (Airport Terminal
Information System), then call up clearance delivery.
As
a CD controller, you would most likely hear this:
Detroit Clearance,
(callsign) is ready to copy IFR clearance to (destination)
Being
the diligent controller you are You would have his/her flight plan reviewed.
You
would then say:
(callsign)
you are cleared to (destination) as filed, climb and maintain (altitude),
expect (pilot's flight plan altitude) 10 minutes after departure, Departure
frequency is 124.05 (or 118.40, if there isn't a Departure controller),
squawk (transponder code)
The pilot will
then read-back the clearance. This assures that the pilot has heard
and understands the clearance. As a clearance controller, it is your
responsibility to get that read-back.
You would
then say:
(callsign)
read-back is correct, push and start is approved, contact Ground on 121.80
(118.40 if Ground is not available)
Now, let's
dissect the above clearance and figure out it's meaning
The first part
of the clearance is pretty much self explanatory. We will start at
the first climb clearance. Each airport has different climb procedures,
usually based on noise abatement. Simply put, no one likes a Boeing
744 flying 1000' feet above the ground for any longer than necessary.
At Detroit, Jets are to climb to 10,000' msl and props (turboprops included)
climb to 7,000' msl. It's your job to learn the procedures for the
airport that you are controlling. Next, is the second climb clearance.
This is usually the pilot's flight plan altitude, however, you can set
the pilot up for a stepped ascent and amend the altitude to better fit
your airspace needs. Departure frequency for Detroit will be 124.05.
This is only if a departure/approach controller is in session. If
not, tower usually handles this operation and the freq. would be 118.40
(for Detroit). The last part is the squawk code VFR traffic
that is uncontrolled generally squawks VFR(1200) in the transponder.
VFR flights under ATC control will be assigned a squawk code that starts
with a 12 prefix and is given the next available number. An example
would be 1201, 1202, etc. IFR squawk codes with Detroit Virtual start
at 2400 and go on from there.
Next, we'll
jump past the pilot's read-back and look at the confirmation by you.
Read-back
correct is only said after the pilot properly recites the clearance.
If he/she gets it wrong, let them know and correct them as necessary.
Not until they get all the info, do you say read-back correct.
Next, by saying "push and start approved" you are giving the pilot permission
to push-back from the gate and start engines. THIS DOES NOT GIVE
THE PILOT PERMISSION TO TAXI. You then hand off the pilot to the
appropriate frequency handling ground control. Only after they contact
them, may they taxi.
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