Full Route Clearances

“Cessna 9130 Delta, Ardmore Clearance, I have a full route clearance. Advise when ready to copy.”

Uh oh. A fire hose of information is about to come across the radio. Are you ready to take it all in and write it down?

fireHose

I would argue, copying a full route IFR clearance is one of the hardest communication skills pilots face. The problem boils down to: Can you listen, comprehend and translate the clearance to paper at the same pace as the controller gives it to you? In this show, I’m going to reveal how to completely circumvent the problem and get your clearance copied correctly. I’ll show you how to do this no matter how complicated the clearance.

Show Resources

(FRC = Full Route Clearance)

J.O. 7110.65 Air Traffic Control (Manual)

4−3−3. ABBREVIATED DEPARTURE CLEARANCE

e. When a filed route will require revisions, the controller responsible for initiating the clearance to the aircraft must either:

1. Issue a FRC/FRC until a fix; or

2. If it reduces verbiage, state the phrase: “Cleared to (destination) airport, or cleared NAVAID, intersection, or waypoint (type if known), (SID name and number and SID transition, as appropriate), then as filed, except …” Specify the necessary revision.

SZWgefOTK

Your Filed Route

SZW        OTK

Your Cleared Route

clearedRouteSZW

 
Or
 

clearedRouteSZW2

CEWrss

Your Filed Route

CEW     V241      RSS

Your Cleared Route

cewRSSfixed
 
 

Clearance Magic: Copy IFR clearances with ease and accuracy every time.

Clearance Magic at http://IFRclearance.com

Your Question of the Week:

You are flying northeast on Victor Airway 17 between the San Antonio Vortac and the Centex Vortac. The controller at Houston Center says, “Cessna 30 Delta, turn right 20 degrees, vectors for traffic.” As you turn to the right, you read back, “Cessna 30 Delta, right 20 degrees.” The controller follows up with, “Cessna 30 Delta, expect direct . . .” And then the radio goes silent.

Since that next transmission was cut off, you say, “Cessna 30 Delta, say again.” There’s no response. In fact, you hear no other transmissions from the controller or from other aircraft.

You look at your radio control heads and notice the entire stack of radios and your transponder appears unpowered. You try contacting Houston Center again and not only do you not get reply, you can’t even hear a sidetone of your own voice as you transmit.

You run through every procedure you can think of to revive your radios but nothing works, and you do not have a portable battery operated radio on board to act as a backup. Without question, you are radio out, or NORDO if you prefer.

At this point, do you turn left to rejoin Victor 17 and continue along your previously cleared route of flight, or do you turn left and proceed from your present position direct to the Centex Vortac?

I’ll have the answer to that question, along with a full explanation in the next edition of the IFR Flight Radio Show.

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