Clearance on request aim

REFERENCE- AIM, Para 5-2-6, Abbreviated IFR Departure Clearance (Cleared. . .as Filed) Procedures.
AIM, Para 5-2-9, Instrument Departure Procedures ( DP ) - Obstacle Departure Procedures ( ODP ) and Standard Instrument Departures ( SID ).

Clearances are normally issued for the altitude or flight level and route filed by the pilot. However, due to traffic conditions, it is frequently necessary for ATC to specify an altitude or flight level or route different from that requested by the pilot. In addition, flow patterns have been established in certain congested areas or between congested areas whereby traffic capacity is increased by routing all traffic on preferred routes. Information on these flow patterns is available in offices where preflight briefing is furnished or where flight plans are accepted.
When required, air traffic clearances include data to assist pilots in identifying radio reporting points. It is the responsibility of pilots to notify ATC immediately if their radio equipment cannot receive the type of signals they must utilize to comply with their clearance.

REFERENCE- P/CG Term - CRUISE.

NOTE- Only those holding patterns depicted on U.S. government or commercially produced charts which meet FAA requirements should be used.

NOTE- In the event of two-way communications failure, pilots are required to comply with 14 CFR Section 91.185.

NOTE- Some pilots have questioned this action and requested “traffic information” and were at a loss when the reply indicated “no traffic report.” In such cases the controller has taken action to prevent a traffic confliction which would have occurred at a distant point.

CDRs provide air traffic control a rapid means to reroute departing aircraft when the filed route is constrained by either weather or congestion.
CDRs consist of an eight-character designator that represents a route of flight. The first three alphanumeric characters represent the departure airport, characters four through six represent the arrival airport, and the last two characters are chosen by the overlying ARTCC . For example, PITORDN1 is an alternate route from Pittsburgh to Chicago. Participating aircrews may then be re-cleared by air traffic control via the CDR abbreviated clearance, PITORDN1.
CDRs are updated on the 56 day charting cycle. Participating aircrews must ensure that their CDR is current.
Traditionally, CDRs have been used by air transport companies that have signed a Memorandum of Agreement with the local air traffic control facility. General aviation customers who wish to participate in the program may now enter “CDR Capable” in the remarks section of their flight plan.
When “CDR Capable” is entered into the remarks section of the flight plan the general aviation customer communicates to ATC the ability to decode the current CDR into a flight plan route and the willingness to fly a different route than that which was filed.

An ATC clearance must be obtained prior to operating within a Class B, Class C, Class D, or Class E surface area when the weather is less than that required for VFR flight. A VFR pilot may request and be given a clearance to enter, leave, or operate within most Class D and Class E surface areas and some Class B and Class C surface areas in special VFR conditions, traffic permitting, and providing such flight will not delay IFR operations. All special VFR flights must remain clear of clouds. The visibility requirements for special VFR aircraft (other than helicopters) are:
1. At least 1 statute mile flight visibility for operations within Class B, Class C, Class D, and Class E surface areas.
2. At least 1 statute mile ground visibility if taking off or landing. If ground visibility is not reported at that airport, the flight visibility must be at least 1 statute mile.
3. The restrictions in subparagraphs 1 and 2 do not apply to helicopters. Helicopters must remain clear of clouds and may operate in Class B, Class C, Class D, and Class E surface areas with less than 1 statute mile visibility.
NOTE- The pilot is responsible for obstacle or terrain clearance. REFERENCE- 14 CFR Section 91.119, Minimum safe altitudes: General. REFERENCE- P/CG Term - ONE-MINUTE WEATHER.
EXAMPLE- “Climbing to Flight Level three three zero, United Twelve" or “November Five Charlie Tango, roger, cleared to land runway nine left."

NOTE- Pilots should advise ATC prior to any altitude change to ensure the exchange of accurate traffic information.

NOTE- When operating in VFR weather conditions, it is the pilot's responsibility to be vigilant so as to see-and-avoid other aircraft.
REFERENCE- AIM, Para 3-2-2, Class A Airspace.
NOTE- OROCA is a published altitude which provides 1,000 feet of terrain and obstruction clearance in the US (2,000 feet of clearance in designated mountainous areas). These altitudes are not assessed for NAVAID signal coverage, air traffic control surveillance, or communications coverage, and are published for general situational awareness, flight planning and in-flight contingency use.
1. When air traffic clearance has been obtained under either visual or instrument flight rules, the pilot-in-command of the aircraft must not deviate from the provisions thereof unless an amended clearance is obtained. When ATC issues a clearance or instruction, pilots are expected to execute its provisions upon receipt. ATC, in certain situations, will include the word “IMMEDIATELY” in a clearance or instruction to impress urgency of an imminent situation and expeditious compliance by the pilot is expected and necessary for safety. The addition of a VFR or other restriction; i.e., climb or descent point or time, crossing altitude, etc., does not authorize a pilot to deviate from the route of flight or any other provision of the ATC clearance.
2. When a heading is assigned or a turn is requested by ATC, pilots are expected to promptly initiate the turn, to complete the turn, and maintain the new heading unless issued additional instructions.
3. The term “AT PILOT'S DISCRETION” included in the altitude information of an ATC clearance means that ATC has offered the pilot the option to start climb or descent when the pilot wishes, is authorized to conduct the climb or descent at any rate, and to temporarily level off at any intermediate altitude as desired. However, once the aircraft has vacated an altitude, it may not return to that altitude.
4. When ATC has not used the term “AT PILOT'S DISCRETION” nor imposed any climb or descent restrictions, pilots should initiate climb or descent promptly on acknowledgement of the clearance. Descend or climb at an optimum rate consistent with the operating characteristics of the aircraft to 1,000 feet above or below the assigned altitude, and then attempt to descend or climb at a rate of between 500 and 1,500 fpm until the assigned altitude is reached. If at anytime the pilot is unable to climb or descend at a rate of at least 500 feet a minute, advise ATC. If it is necessary to level off at an intermediate altitude during climb or descent, advise ATC, except when leveling off at 10,000 feet MSL on descent, or 2,500 feet above airport elevation (prior to entering a Class C or Class D surface area), when required for speed reduction.
REFERENCE- 14 CFR Section 91.117.
NOTE- Leveling off at 10,000 feet MSL on descent or 2,500 feet above airport elevation (prior to entering a Class C or Class D surface area) to comply with 14 CFR Section 91.117 airspeed restrictions is commonplace. Controllers anticipate this action and plan accordingly. Leveling off at any other time on climb or descent may seriously affect air traffic handling by ATC. Consequently, it is imperative that pilots make every effort to fulfill the above expected actions to aid ATC in safely handling and expediting traffic.
1. “United Four Seventeen, descend and maintain six thousand.”
1. The pilot is expected to commence descent upon receipt of the clearance and to descend at the suggested rates until reaching the assigned altitude of 6,000 feet.
EXAMPLE-
1. “United Four Seventeen, descend at pilot's discretion, maintain six thousand.”
1. The pilot is authorized to conduct descent within the context of the term at pilot's discretion as described above.
EXAMPLE-
1. “United Four Seventeen, cross Lakeview V-O-R at or above Flight Level two zero zero, descend and maintain six thousand.”
1. The pilot is authorized to conduct descent at pilot's discretion until reaching Lakeview VOR and must comply with the clearance provision to cross the Lakeview VOR at or above FL 200. After passing Lakeview VOR, the pilot is expected to descend at the suggested rates until reaching the assigned altitude of 6,000 feet.
EXAMPLE-
1. “United Four Seventeen, cross Lakeview V-O-R at six thousand, maintain six thousand.”
1. The pilot is authorized to conduct descent at pilot's discretion, however, must comply with the clearance provision to cross the Lakeview VOR at 6,000 feet.
EXAMPLE-
1. “United Four Seventeen, descend now to Flight Level two seven zero, cross Lakeview V-O-R at or below one zero thousand, descend and maintain six thousand.”
1. The pilot is expected to promptly execute and complete descent to FL 270 upon receipt of the clearance. After reaching FL 270 the pilot is authorized to descend “at pilot's discretion” until reaching Lakeview VOR. The pilot must comply with the clearance provision to cross Lakeview VOR at or below 10,000 feet. After Lakeview VOR the pilot is expected to descend at the suggested rates until reaching 6,000 feet.
EXAMPLE-
1. “United Three Ten, descend now and maintain Flight Level two four zero, pilot's discretion after reaching Flight Level two eight zero.”
1. The pilot is expected to commence descent upon receipt of the clearance and to descend at the suggested rates until reaching FL 280. At that point, the pilot is authorized to continue descent to FL 240 within the context of the term “at pilot's discretion” as described above.
1. A departure flight receives a clearance to destination airport to maintain FL 290. The clearance incorporates a DP which has certain altitude crossing restrictions. Shortly after takeoff, the flight receives a new clearance changing the maintaining FL from 290 to 250. If the altitude restrictions are still applicable, the controller restates them.
2. A departing aircraft is cleared to cross Fluky Intersection at or above 3,000 feet, Gordonville VOR at or above 12,000 feet, maintain FL 200. Shortly after departure, the altitude to be maintained is changed to FL 240. If the altitude restrictions are still applicable, the controller issues an amended clearance as follows:
  “cross Fluky Intersection at or above three thousand, cross Gordonville V-O-R at or above one two thousand, maintain Flight Level two four zero.”
3. An arriving aircraft is cleared to the destination airport via V45 Delta VOR direct; the aircraft is cleared to cross Delta VOR at 10,000 feet, and then to maintain 6,000 feet. Prior to Delta VOR, the controller issues an amended clearance as follows:
  “turn right heading one eight zero for vector to runway three six I-L-S approach, maintain six thousand.”
Because the altitude restriction “cross Delta V-O-R at 10,000 feet” was omitted from the amended clearance, it is no longer in effect.

NOTE- Certain separation standards may be increased in the terminal environment due to radar outages or other technical reasons.

NOTE- A chart note identifying a speed to maintain after transitioning from Mach to IAS may be published in lieu of or in addition to other published speed restrictions on a STAR .
REFERENCE- AIM, Para 5-4-1, Standard Terminal Arrival ( STAR ) Procedures
1. On a standard day the Mach numbers equivalent to 250 knots CAS (subject to minor variations) are:
  FL 240-0.6
  FL 250-0.61
  FL 260-0.62
  FL 270-0.64
  FL 280-0.65
  FL 290-0.66.
2. When an operational advantage will be realized, speeds lower than the recommended minima may be applied.
1. A speed not less than 210 knots, except;
2. Within 20 flying miles of the airport of intended landing, a speed not less than 170 knots.
1. Turbojet aircraft, a speed not less than 230 knots.
2. Reciprocating engine aircraft, a speed not less than 150 knots.
1. Descend and maintain (altitude); then, reduce speed to (speed).
2. Reduce speed to (speed); then, descend and maintain (altitude).
The maximum speeds below 10,000 feet as established in 14 CFR Section 91.117 still apply. If there is any doubt concerning the manner in which such a clearance is to be executed, request clarification from ATC.
EXAMPLE- (An aircraft is flying a SID with no published speed restrictions. ATC issues a speed adjustment and instructs the aircraft where the adjustment ends): “Maintain two two zero knots until BALTR then resume normal speed.”

NOTE- The ATC assigned speed assignment of two two zero knots would apply until BALTR. The aircraft would then resume a normal operating speed while remaining in compliance with 14 CFR Section 91.117.

EXAMPLE- (ATC vectors an aircraft off of a SID to rejoin the procedure at a subsequent waypoint. When instructing the aircraft to resume the procedure, ATC also wants the aircraft to comply with the published procedure speed restrictions): “Resume the SALTY ONE departure. Comply with speed restrictions.”

CAUTION- The phraseology “Descend via/Climb via SID ” requires compliance with all altitude and/or speed restrictions depicted on the procedure.

NOTE- When instructed to “comply with speed restrictions” or to “resume published speed,” ATC anticipates pilots will begin adjusting speed the minimum distance necessary prior to a published speed restriction so as to cross the waypoint/fix at the published speed. Once at the published speed, ATC expects pilots will maintain the published speed until additional adjustment is required to comply with further published or ATC assigned speed restrictions or as required to ensure compliance with 14 CFR Section 91.117.

EXAMPLE- (An aircraft is flying a SID / STAR with published speed restrictions. ATC issues a speed adjustment and instructs the aircraft where the adjustment ends): “Maintain two two zero knots until BALTR then resume published speed.”

NOTE- The ATC assigned speed assignment of two two zero knots would apply until BALTR. The aircraft would then comply with the published speed restrictions.

EXAMPLE- (An aircraft is flying a SID with published speed restrictions designed to prevent aircraft overtake on departure. ATC determines there is no conflicting traffic and deletes the speed restriction): “Delete speed restrictions.”

NOTE- When deleting published restrictions, ATC must ensure obstacle clearance until aircraft are established on a route where no published restrictions apply. This does not relieve the pilot of those speed restrictions which are applicable to 14 CFR Section 91.117.
1. (An aircraft is flying a SID with published speed restrictions. ATC has issued a speed restriction of 250 knots for spacing. ATC determines that spacing between aircraft is adequate and desires the aircraft to comply with published restrictions): “United 436, Climb via SID .”
2. (An aircraft is established on a STAR . ATC must slow an aircraft for the purposes of spacing and assigns it a speed of 280 knots. When spacing is adequate, ATC deletes the speed restriction and desires that the aircraft comply with all published restrictions on the STAR ): “Gulfstream two three papa echo, descend via the TYLER One arrival.”
1. In example 1, when ATC issues a “Climb via SID ” clearance, it deletes any previously issued speed and/or altitude restrictions. The pilot should then vertically navigate to comply with all speed and/or altitude restrictions published on the SID .
2. In example 2, when ATC issues a “Descend via arrival,” ATC has canceled any previously issued speed and/or altitude restrictions. The pilot should vertically navigate to comply with all speed and/or altitude restrictions published on the STAR .
CAUTION-

When descending on a STAR , pilots should not speed up excessively beyond the previously issued speed. Otherwise, adequate spacing between aircraft descending on the STAR that was established by ATC with the previous restriction may be lost.
NOTE- In such cases, pilots are expected to advise ATC of the speed that will be used.
NOTE- Pilots are expected to comply with the maximum speed of 200 knots when operating beneath Class B airspace or in a Class B VFR corridor (14 CFR Section 91.117(c) and (d)).
REFERENCE- AIM, Para 4-3-15, Gate Holding due to Departure Delays.
1. Visual separation is a means employed by ATC to separate aircraft in terminal areas and en route airspace in the NAS . There are two methods employed to effect this separation:
  1. The tower controller sees the aircraft involved and issues instructions, as necessary, to ensure that the aircraft avoid each other.
  2. A pilot sees the other aircraft involved and upon instructions from the controller provides separation by maneuvering the aircraft to avoid it. When pilots accept responsibility to maintain visual separation, they must maintain constant visual surveillance and not pass the other aircraft until it is no longer a factor.
  NOTE- Traffic is no longer a factor when during approach phase the other aircraft is in the landing phase of flight or executes a missed approach; and during departure or en route, when the other aircraft turns away or is on a diverging course.
  
  NOTE- When a pilot has been told to follow another aircraft or to provide visual separation from it, the pilot should promptly notify the controller if visual contact with the other aircraft is lost or cannot be maintained or if the pilot cannot accept the responsibility for the separation for any reason.
  1. Before Takeoff. Prior to taxiing onto a runway or landing area in preparation for takeoff, pilots should scan the approach areas for possible landing traffic and execute the appropriate clearing maneuvers to provide them a clear view of the approach areas.
  2. Climbs and Descents. During climbs and descents in flight conditions which permit visual detection of other traffic, pilots should execute gentle banks, left and right at a frequency which permits continuous visual scanning of the airspace about them.
  3. Straight and Level. Sustained periods of straight and level flight in conditions which permit visual detection of other traffic should be broken at intervals with appropriate clearing procedures to provide effective visual scanning.
  4. Traffic Pattern. Entries into traffic patterns while descending create specific collision hazards and should be avoided.
  5. Traffic at VOR Sites. All operators should emphasize the need for sustained vigilance in the vicinity of VORs and airway intersections due to the convergence of traffic.
  6. Training Operations. Operators of pilot training programs are urged to adopt the following practices:
    1. Pilots undergoing flight instruction at all levels should be requested to verbalize clearing procedures (call out “clear” left, right, above, or below) to instill and sustain the habit of vigilance during maneuvering.
    2. High-wing airplane. Momentarily raise the wing in the direction of the intended turn and look.
    3. Low-wing airplane. Momentarily lower the wing in the direction of the intended turn and look.
    4. Appropriate clearing procedures should precede the execution of all turns including chandelles, lazy eights, stalls, slow flight, climbs, straight and level, spins, and other combination maneuvers.
    1. Pilots must be aware of the limitations inherent in the visual scanning process. These limitations may include:
      1. Reduced scan frequency due to concentration on flight instruments or tablets and distraction with passengers.
      2. Blind spots related to high-wing and low-wing aircraft in addition to windshield posts and sun visors.
      3. Prevailing weather conditions including reduced visibility and the position of the sun.
      4. The attitude of the aircraft will create additional blind spots.
      5. The physical limitations of the human eye, including the time required to (re)focus on near and far objects, from the instruments to the horizon for example; empty field myopia, narrow field of vision and atmospheric lighting all affect our ability to detect another aircraft.
      1. ADS-B In is an effective system to help pilots see and avoid other aircraft. If your aircraft is equipped with ADS-B In, it is important to understand its features and how to use it properly. Many units provide visual and/or audio alerts to supplement the system's traffic display. Pilots should incorporate the traffic display in their normal traffic scan to provide awareness of nearby aircraft. Prior to entering or crossing any runway, ADS-B In can provide advance indication of arriving aircraft and aircraft in the traffic pattern. Systems that incorporate a traffic-alerting feature can help minimize the pilot's inclination to fixate on the display. Refer to 4-5-7e, ADS-B Limitations.
      2. Understand the limitations of ADS-B In. In certain airspace, not all aircraft will be equipped with ADS-B Out or transponders and will not be visible on your ADS-B In display.
      3. Limit the amount of time that you focus on flight instruments or tablets.
      4. Develop a strategic approach to scanning for traffic. Scan the entire sky and try not to focus straight ahead.
      1. TCAS I provides proximity warning only, to assist the pilot in the visual acquisition of intruder aircraft. No recommended avoidance maneuvers are provided nor authorized as a direct result of a TCAS I warning. It is intended for use by smaller commuter aircraft holding 10 to 30 passenger seats, and general aviation aircraft.
      2. TCAS II provides traffic advisories (TA) and resolution advisories (RA). Resolution advisories provide recommended maneuvers in a vertical direction (climb or descend only) to avoid conflicting traffic. Transport category aircraft, and larger commuter and business aircraft holding 31 passenger seats or more, are required to be TCAS II equipped.
        
        When a TA occurs, attempt to establish visual contact with the traffic but do not deviate from an assigned clearance based only on TA information.
        
        When an RA occurs, pilots should respond immediately to the RA displays and maneuver as indicated unless doing so would jeopardize the safe operation of the flight, or the flight crew can ensure separation with the help of definitive visual acquisition of the aircraft causing the RA.
        
        Each pilot who deviates from an ATC clearance in response to an RA must notify ATC of that deviation as soon as practicable, and notify ATC when clear of conflict and returning to their previously assigned clearance.
        
        NOTE- TCAS does not alter or diminish the pilot's basic authority and responsibility to ensure safe flight. Since TCAS does not respond to aircraft which are not transponder equipped or aircraft with a transponder failure, TCAS alone does not ensure safe separation in every case. At this time, no air traffic service nor handling is predicated on the availability of TCAS equipment in the aircraft.
        
        TIS provides proximity warning only, to assist the pilot in the visual acquisition of intruder aircraft. No recommended avoidance maneuvers are provided nor authorized as a direct result of a TIS intruder display or TIS alert. It is intended for use by aircraft in which TCAS is not required.
        
        TIS does not alter or diminish the pilot's basic authority and responsibility to ensure safe flight. Since TIS does not respond to aircraft which are not transponder equipped, aircraft with a transponder failure, or aircraft out of radar coverage, TIS alone does not ensure safe separation in every case.
        
        At this time, no air traffic service nor handling is predicated on the availability of TIS equipment in the aircraft.
        
        Presently, no air traffic services or handling is predicated on the availability of an ADS-B cockpit display. A “traffic-in-sight” reply to ATC must be based on seeing an aircraft out-the-window, NOT on the cockpit display.
        
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