Welcome to the ZLA Clearance Delivery Exam Study Guide! This document contains the directions to the exam, as well as all the information you need to know to excel on it . Whether you come in with much experience from another ARTCC, or have no previous experience on the network whatsoever, reading this guide is probably required to obtain a passing grade on the test.

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Directions:

1. This exam tests your familiarity with standard VFR and IFR clearance phraseology, your familiarity with our SOPs, and your familiarity with our LOAs with neighboring ARTCCs. This test is "open book" and you will need at a minimum to use the documentation on the ZLA website to complete the test successfully.
   
   
2. For each question, assume that you are working LAX_GND at noon local time and that LAX is using normal ops. There will be a few questions based on BUR, those will be indicated in the flight plan included with the question or in the question itself.
   
   
3. For Each Question, write the clearance you would issue word-for-word as you would speak it on voice. This includes all pronounceable items, such as callsigns, airport names, names of certain departure procedures, departure frequencies, and navaids. Names of Fixes and unpronounceable departure procedures are not subject to this rule . For example, writing "N887SP" will be marked incorrect, while "November Eight Eight Seven Sierra Papa" is correct. Writing "VNY7 departure" is incorrect, because the VNY7 departure is pronounced "Van Nuys Seven", but the writing the ELMOO5 Departure as "ELMOO Five Departure" is perfectly acceptable. Do not use abbreviations, such as "c/m 5000" or "dep. freq 124.5."
   
   
4. You can assume that the pilot has all charts and can comply with any clearance you provide, unless the question states otherwise.
   
   
5. You must use acceptable phraseology from the 7110.65.
   
   
6. This test is not timed and doesn't have to be finished in a single session. When you start the exam, you will be presented with 1 question at a time. After you have typed your answer, select the "Save" button, which will save your answer and advance you to the next question. DO NOT PRESS THE SUBMIT BUTTON until you have completed all the questions. You can edit any of your answers, and you can also stop at any time and return to this exam at a later time by selecting the "ZLA Exam Center" link on the nav bar to the left. Once you have selected the "Submit" button you will no longer be able to change the answers.
   
   
7. The test will be graded by a member of the training staff and will be returned to you with a score and any comments the grader provides. The minimum score to pass the test is 80%.
   
   
8. This test will be somewhat time consuming, especially if you have not done much studying of our procedures. If you can't seem to find an acceptable answer to a question, please send a private message to a member of the training staff. They won't be able to tell you the answer, but should be able to help point you in the right direction.
   
   

1. Callsigns

As the directions state, the test requires you to use the full, voice callsign of aircraft, not just type it out on text. This is a simple, but critical skill to have when controlling aircraft, as all the variants of callsigns on the test will likely be encountered when you begin controlling. Here is how to deal with each kind:

State the call sign followed by the flight number in group form. The callsigns are available from the link below:

http://www.ghresume.us/downloads/acinfo4.zip which is a link to an applet made by our webmaster, Gerry Hattendorf.

"Group form" is the pronunciation of a series of numbers as the whole number, or pairs of numbers they represent rather than pronouncing each separate digit. Although group form is normally preferred, you do not have to use it if there are zeros in the identifier that prevent it, such as "AAL001", where there is no grouping that could work, or for clarity(not a factor on this test.)

Examples:

UAL3742 write as

There are multiple ways to address an aircraft with an "N-number" Callsign.

You may always address such aircraft as "November", followed by the registration number in individual form. For example, "N400TP" can be addressed as "November Four Zero Zero Tango Papa"

You may also address such aircraft by their type, model, or manufacturer, if the pilot uses that form.
For example, if the pilot of N400TP calls up as "Bonanza Four Zero Zero Tango Papa", you may respond to him with "Bonanza Four Zero Zero Tango Papa".

Note: Never combine the use of November and the type/model/manufacturer in the same call. For example, "Bonanza November Four Zero Zero Tango Papa" is incorrect.

Add the word "Heavy" to the end of the aircrafts callsign if the aircraft is capable of weighing more than 255,000 pounds. Common Aircraft types that meet this description are:

B753(not B752)
B76X
B77X
B74X
A30X
A31X
A33X
A34X
A38X
There are a very few airlines that fly B752s that meet the criteria for heavy designation, but that will not appear on this test.

You can check using the GH aircraft utility referenced above, or the 7110.65 Appendix A . In the appendix, aircraft of weight class "H" are heavy.

Examples:

2. IFR Clearances

The majority of the questions on this test relate to IFR clearances. An IFR clearance is an authorization for an aircraft to operate in the IFR System. The 5 critical parts of an IFR clearance are easily remembered using the acronym CRAFT, which stands for Clearance Limit, Route, Altitude, Frequency, and Transponder.

Every time an IFR clearance is issued, it will contain certain items, issued to the pilot in a certain order. While these items and the order they are issued in is discussed above, we will go into a little detail about Clearance Limit itself.

Clearance Limit. It is exactly what it stands for. The limit of the IFR clearance, beyond which pilot cannot fly IMC, unless he either receives further clearance, or chooses to terminate his IFR flight plan. This limit, as you will learn while working Clearance Delivery position, is often the aircraft's destination airport. However at times this may be a fix, VOR, etc. For a large portion of your controlling Clearance Delivery, you will only be dealing with the destination airports, as clearance limits.

Examples:

1. "American Twelve Heavy, cleared to Chicago O'Hare international airport, HOLTZ Nine RNAV departure, Thermal transition, then as filed, maintain five thousand, expect flight level three seven zero, five minutes after departure, departure frequency one two four point three, squawk one zero four two."
   
   In this example, the clearance limit is Chicago O'Hare international airport(KORD). The plane is flying there anyhow, so unless his clearance limit is changed enroute for some reason, he can comfortably fly all the way...with the help of ATC naturally.
   
   
2. "Saratoga one five one, cleared to Las Vegas McCarran international airport, LAXX Five departure, Dagget transition, then as filed, maintain five thousand, expect flight level two three zero, five minutes after departure, departure frequency one two four point three, squawk one zero three six."
   
   In this example, the clearance limit is Las Vegas McCarran international airport(KLAS). Same applies to him/her, as to the plane in the first example.

1. "Mooney three six eight mike juliet, cleared to Paradize VOR , Sealbeach Five departure, Sealbeach VOR, Victor Eight, Paradize VOR, maintain five thousand, departure frequency one two four point three, squawk one zero two five."

The pilot chooses an optimum route when he/she files a flight plan. Our goal as controllers is to issue a clearance that is close to that optimum route; but, that also manages traffic flow and controller workload. That last consideration makes the route of an aircraft is the most important part of the clearance delivery process. Aircraft need to be on certain routes in order for our airspace, and agreements with other ARTCCs to work. In actual operation, any route may be coordinated with the appropriate radar controller, and issued to the pilot if that controller agrees. However, for this test, all routes issued must comply with our SOPs.

Because the airspace around our major airports can be quite busy, the route an aircraft takes immediately after departure is the most critical part of the clearance. At LAX and BUR, the two airports included in this test, the initial route will normally be a SID, or Standard Instrument Departure.

BUR is pretty straight-forward since it only has two SIDs, each of which is valid off any runway. LAX is more complex, since some of its SIDs are specific to a direction of departure. The BUR and LAX SOPs have details on which SIDs to use. You will reference those SOPs often while completing this test.

Some pilots will not have SID charts and will not be able to accept a clearance via a SID. In that case, assign the pilot an initial heading to fly (from the appropriate SID chart), for vectors to a route that mimics the SID.

For example, a pilot who should be issued the GMN4.EHF, but doesn't have the chart, should be issued a clearance like "November four zero five hotel tango, cleared to Portland airport, via fly heading two five zero, vector to Gorman, direct Shafter, then as filed..."

A pilot who should be issued the LAXX5.DAG, but doesn't have the chart should be issued a clearance like "November three zero three zulu sierra, cleared to Saint George airport, via fly heading two two zero, vector to Seal Beach, direct Daggett, then as filed..."

Aircraft requesting clearances to civil class B or C airports within ZLA are required to be issued the preferred route for the city pair. Preferred routes between class B and C airports are available at simroutes.com. Many of them are also TEC routes, which are discussed in the next section.

Aircraft requesting clearances to ZLA military class B or C airports, or any class D, E, or G airport within ZLA need only be issued a route that comply with other SOPs (all of these requirements are discussed in this study guide).

For example, an aircraft requesting clearance to LAS must be issued the preferred route listed in simroutes. A jet departing LAX must be issued LOOP4 DAG CLARR2, LOOP4 DAG KEPEC2, LAXX5 DAG CLARR2, or LAXX5 DAG KEPEC2. You may use RNAV versions of those SIDS, but otherwise no other route is acceptable.

Even though simroutes lists a route for LAX-GCN, an aircraft requesting clearance from LAX to GCN has more route flexibility (since GCN is a class D airport). Its route need only comply with section 2-2-1 above. So, its initial route must be a SID with an approved transition point. Ensure these aircraft have a SID in their cleared route. A number of SIDs will work; in west ops, these include the LOOP, LAXX, OSHNN, or HOLTZ departures.

The FAA has created a set of routes to be used for aircraft flying between most Southern California airports. These are called Terminal Enroute Control (TEC) routes. These may be found in the Airport/Facility Directory (available at this FAA page), Simroutes, or by selecting the TEC Routes link on the ZLA home page. The easiest source to use is simroutes since it provides routing information for individual airport pairs.

The TEC routes are broken down into aircraft classes. "J" class routes are for jets, "M" class routes are for turboprops, and "P" or "Q" class routes are for piston powered aircraft. If you are unsure what aircraft class a certain type is, refer to the 7110.65 Appendix A, or the GH aircraft utility referenced above. Almost every aircraft type is listed in that appendix. The engine type is the second character under "Description." The appendix uses "J" for jet engines, "T" for turboprop engines, and "P" for piston powered engines. For example, if you were looking for a route for a C441 and didn't know anything about that aircraft type, head to Appendix A first. Search it for "C441" and you'll see "2T/S" in the description column. The "T" indicates that it is powered by turboprop engines. We know from what we discussed above that turboprop aircraft should be routed using TEC routes and altitudes given for "M" class aircraft.

TEC routes include a cruise altitude. The clearance issued should ensure the pilot is assigned an "expect" altitude appropriate for the TEC route (i.e. "expect niner thousand five minutes after departure").

Aircraft are required to be routed via a TEC route if one is available. Exceptions must be coordinated with the appropriate radar controller, if online. For the test, always issue the appropriate TEC route.

The initial route out of LAX or BUR should be a SID that will connect the pilot with the TEC route. Many of the LAX TEC routes already include a SID. The BUR routes will not, since those routes are shared with other nearby airports that don't have the same SIDs. For example, the route from BUR to ONT begins with V186. In this case, issue the ELMOO SID since it ends at a fix which is on V186. The route to SBA begins at FIM; in this case issue the VNY SID, which has a FIM transition after which the pilot can fly the TEC route.

TEC routes all have coded names for ease of filing. For example, the route from LAX-SAN for a Jet has the code LAXM10. Aircraft may file this code in lieu of the whole route.

Note- A special feature of the TEC system is that pilots do NOT have to file a flightplan in order to receive a clearance. Pilots asking to use this feature often will call up for "tower enroute" to a particular destination airport. Aircraft using this method need to be read a full-route clearance to their destination airport, and a flight strip must be created for them when controlling, but otherwise are handled like any other aircraft.

To facilitate movement of aircraft between ZLA and our neighboring ARTCCs, we have agreed to ensure that aircraft are issued certain STARs in their routes. The clearance delivery controller is responsible for ensuring that the clearance he/she issues complies with the Letters of Agreement we have with our neighbors. These LOAs are available on the ZLA website using the "SOPs & LOAs" link.

For example, our LOA with ZAB ARTCC requires that an aircraft departing LAX for PHX crusing above FL240 be routed via BLH and then either the ARLIN or GEELA STAR. The clearance delivery controller at LAX is responsible for ensuring that the routing by which the aircraft is cleared complies with this requirement.

Our LOA with ZOA ARTCC requires different STARs for SFO, OAK, and SJC depending on the runway configuration in use at those airports. You can determine the runway in use by contacting the LAX_CTR controller or one of the ZOA controllers. For example, when landing west, OAK requires a routing via the GMN or AVE and then via the PXN STAR. When OAK is landing east, the required routing is via GMN or AVE and then via the COMMO STAR. If the test does not specify a configuration for SJC/OAK/SFO, presume that they are using west operations.

The route issued to aircraft covered by our LOAs only needs to comply with the LOA prescribed routing and the initial routing requirements discussed in section 2-2-1 above. For example, an aircraft requesting clearance between LAX and DEN need only fly a SID (based on section 2-2-1 above) and the POWDR STAR to DEN (based on our LOA with ZDV). A number of routes could comply with these requirements. The pilot could be cleared via LOOP4 DAG LAS TBC HBU POWDR7, or HOLTZ9 TRM EED TBC HBU POWDR7, or any other route combination that complies with the initial routing requirements and our LOA with ZDV.

Review each of the LOAs so that you are prepared to issue the correct routing to aircraft. Ensure that each of your test answers complies with all LOA provisions.

If an aircraft requests a clearance to an airport outside ZLA, for which we have no LOA, any routing is acceptable so long as you comply with the other routing SOPs. For example, an aircraft requesting a clearance between LAX and JFK has a large range of routing choices. The only requirement for the clearance is that the pilot be cleared via an appropriate SID. GMN4.EHF, LOOP4.DAG, HOLTZ9.TRM, and KARVR3.IPL would all be acceptable (as would any other SID that's appropriate for the direction of departures at LAX).

This section provides a "checklist" for examining a route. If you follow these guidelines when evaluating a route, you will always end up issuing a route that complies with all requirements.

When you examine the route filed by a pilot, first determine if the destination airport is covered by a TEC route. If the destination airport is covered by a TEC route, issue a clearance via the routing given in the TEC route, and ensure the pilot is assigned the cruise altitude given for the TEC route.

If the destination airport is not covered by a TEC route, then determine if the destination is a civilian class B or C airport within ZLA. If it is, issue an appropriate route from simroutes. The cruise altitude need only be correct for direction of flight (see the next section for more).

If the destination airport is not covered by a TEC route and is not a ZLA civilian class B/C airport, then determine if it is covered by an LOA with one of our neighbors. If it is covered by an LOA, then issue a route that complies with the LOA and also ensures that the route includes a SID or mimics a SID (as discussed in 2-2-1 above). A few of our LOAs specify a maximum cruise altitude, or assign different procedures depending on the final altitude of the aircraft; ensure these requirements are met in your clearance. Routes from Simroutes will comply with our LOAs.

If the destination airport is not covered by a TEC route, is not a civilian class B/C airport, and is not covered by an LOA, then any route is acceptable, so long as the aircraft is issued a SID or a route that mimics a SID.

As was stated at the beginning of this section, the goal of this process is to clear a pilot by a route that is close to (or the same as) his filed optimum route. Only issue changes to the pilot's route that are needed to comply with our SOPs.

Certain SIDS and STARS are pronounceable, as evidenced by the name of the departure procedure in the top left portion of the chart. For example, the VNY7 departure out of VNY, available http://www.laartcc.org/charts/BUR-DP-VNY7.PDF is pronounced on the radio as Van Nuys Seven Departure. On the other hand, the ELMOO5 departure is pronounced ELMOO Five Departure. The easy way to check for this is to read the name of the procedure in the top left portion of the chart. For this test, use the name of the departure procedure on the top left side in your answer.

If no changes are required in a route, and a SID/Transition is not being used, clear the aircraft "as filed".

Example:
"American One Twenty Three, cleared to Grand Canyon Airport as filed."

If no changes are required in a route, and a SID is being used, but not a transition, then say the name of the departure, followed by "then as filed."

Example:
"Skywest Sixty Fifty-Two, cleared to Palm Springs Airport, Seal Beach Five Departure, then as filed."
Note: Transitions are not the same as exit fixes, but are small route segments published on a departure procedure. For example, the LAXX5 departure has a DAG transition, but not a TRM one. This is easily seen by reading the bottom of a departure plate.

If no changes are required in a route, but a SID and Transition are being used, then say the name of the departure, name of the transition, followed by "then as filed".

Example:
"Delta Seventy Four, cleared to Atlanta Hartsfield Airport, HOLTZ Nine Departure, Thermal Transition, then as filed."


Note:Even though the routes of these aircraft were fine, you still must always explicitly issue a SID and Transition if they are intended to be used.

Exception:
Aircraft filing a TEC route by its Coded Name need not be read the SID and Transition if this information is explicitly included in the TEC route, and are cleared via the name of the TEC route, such as "American Six, cleared via the LAX Mike Ten TEC route".

If changes are required in a route, then read a Full Route Clearance to the point where the filed route meets up with the assigned route. If there is not one, and the route does not end with a STAR, and the clearance limit is an airport, then end with the word "direct", to signify that the airport is the end of the route. There is no formula to reading a full route clearance, but the following tips are helpful:

Phraseology:
-Aircraft "join" an airway, "track" a radial, and "intercept" a localizer. Radials are most commonly seen in TEC routes. If you see something like MZB320R, that means Mission Bay 320 Radial.

-Low altitude airways are pronounced by the word Victor, and the numbers of the airway in individual form, for example "Victor Two Three One", while High altitude airways are pronounced the same way except with "Jay" in front.

If assigning a route, remember that certain aircraft are limited to navigating via VORs and radials, while other aircraft can go direct to places(RNAV/GPS type equipment). Try not to assign routings that are outside the aircrafts capabilities, and never assign a SID/STAR that a pilot cannot fly because his equipment does not allow it. The following equipment suffixes can fly RNAV SIDS/STARS:
/E
/F
/G
/R
/J
/K
/L
/Q

You can find VOR names on the LA website under "ATC Training Program-VOR List", the ZLA Fact Sheet, available at "ATC Training Program-ZLA Fact Sheet", or www.airnav.com.

Just like with the clearance limit, each IFR clearance needs to have altitude information included. This is imperative for a number of reasons. One reason is the need for a pilot to know how much he can climb after departure. This is generally done by assigning the pilot an initial altitude, and then giving him the time or place when/where he can expect higher. This as well as allowing the pilot to plan his departure correctly, allows him to know when he can climb to his cruise altitude in case of lost communications.

Sometimes this altitude information is included on the departure procedure chart, in which case it need not be included in the clearance.

At Both Los Angeles and Burbank, the initial altitude is 5000 feet, UNLESS the requested cruise altitude is lower, in which case issue that altitude instead.

Use the phraseology.. "maintain (altitude)" to assign an initial altitude.

Phraseology:
"United Seven Ninety Three...maintain five thousand,..."
Note: When using an abbreviated departure clearance, as these will be, do not use "climb and maintain" to assign an initial altitude.

Most final altitudes for clearances follow the NEodd/SWeven rule.

Before getting into the flight direction rules it's probably a good idea to go over a few basic terms that every controller should know that pertain to altitudes and pressure.

• Altitude - The vertical position of an aircraft (or object) above Mean Sea Level (MSL).
  
  
• Flight Level - A standard nominal altitude (usually vertical) of an aircraft, referenced to a world-wide fixed pressure datum. In the United States a Flight Level starts at 18,000 MSL because the Transition Altitude starts at 18,000 ft.
  
  
• Transition Altitude - The highest altitude at which an aircraft in normal operation should use an altimeter pressure setting indicating height above mean sea level (QNH).
  
  
• Transition Level - The lowest flight level available for use above the transition altitude.
  
  
• Transition Layer - The airspace between the transition altitude and the transition level.

The Departure Frequency for an airport is the frequency of the controller that will work the aircraft immediately after takeoff. At LAX when fully sectorized, this sector will be LAX_DEP, on 124.3. At BUR, it will be BUR_APP on 134.2. When we are not fully sectorized, it is your responsibility to ensure that you are abreast of the controller currently working departures from the airport you are clearing. For the purposes of this test, you can assume that we are fully sectorized. In each clearance, you must inform the pilot of the frequency of the departure controller, as follows.

Phraseology:
"American One Twenty Three..., departure frequency one two four point three"
"Delta Zero Seven Six..., departure frequency one three four point two"

The Squawk Code is normally assigned using the F9/Assign Squawk Command in VRC. For the purposes of this test, if a squawk code is not assigned in the question, you may use any reasonable squawk code. Remember that squawk codes use only the numbers 0-7 inclusive, so there will not be squawk codes such as "9871". Squawk codes are read out by pronouncing each number individually, as follows:

Phraseology:
"Seneca Eight Seven Delta Romeo..., squawk one zero six four."
"Express Jet Six Forty..., squawk seven six five four."

3. VFR Clearances:

VFR clearances are generally simpler than IFR clearances. The clearance issued should use the fewest restrictions that are reasonable for the circumstances.

At a class D airport, no VFR clearance is required, because no ATC-provided separation is required between VFR aircraft and other aircraft after takeoff. The first call from the aircraft should be for a taxi clearance. There might be some exceptions for airports located near class B or C airspace; in these cases coordinate with the appropriate radar controller and use techniques similar to those described below for class B and C airports.

VFR aircraft departing a class C airport are generally issued a clearance prior to takeoff . Generally, this is done on the first radio call from the aircraft. These clearances can be very simple. For an aircraft departing BUR, something as simple this might be acceptable:

Example:
"Cessna One Two Three Sierra Xray, after departure maintain VFR, departure frequency one three four point two, squawk one zero three two."

SOPs or the radar controller might require particular headings or altitude assignments. VFR aircraft may be issued any heading so long as they are not assigned an altitude below the minimum vectoring altitude (pilots of these aircraft are expected to advise ATC if they are unable to fly the assigned heading). Any altitude assignment should provide the maximum flexibility to the pilot; except in unusual circumstances, assign either "at or above" or "at or below" altitudes.

Here are three examples; the first assigns a heading, the second assigns an altitude, and the third assigns both a heading and altitude:

Examples:
"November One Two Three Sierra Xray, after departure fly heading two one zero, maintain VFR, departure frequency one two four point five, squawk one zero three three".

"Malibu One Two Three Sierra Xray, after departure maintain VFR at or below two thousand five hundred, departure frequency one two five point eight, squawk one zero six five".

"Boeing One Two Three Sierra Xray, after departure turn left heading one one zero, maintain VFR at or below four thousand five hundred, departure frequency one two three point four, squawk one zero seven seven".

VFR departures from class C airports generally require a release from the appropriate radar controller, so oftentimes the heading and/or altitude restriction aren't known until the tower controller calls for release. In those cases issue the clearance without either item; the tower controller will amend the clearance as needed.

Aircraft requesting pattern work do not require a clearance, since the tower can visually separate these aircraft from others operating in the class C airspace.

VFR aircraft departing from a class B airport require a clearance similar to that used for class C departures. The principle difference is that a specific clearance is required to operate in class B airspace. Generally, before departure, an aircraft should be cleared using the phraseology "cleared out of Bravo airspace". For example, a departure requiring no altitude restriction or heading assignment would be issued a clearance like:

"November One Two Three Sierra Xray, cleared out of the Los Angeles Bravo airspace, maintain VFR, departure frequency one two five point two, squawk one zero five two."

Large turbine powered aircraft departing a class B airport must be vectored such that they remain within class B airspace until they exit the lateral boundaries or climb through the ceiling of class B airspace (or to look at it another way, they should not operate below the floor of class B airspace).

To determine if an aircraft is a "large turbine powered aircraft", consult the 7110.65 appendix A. When looking the aircraft up, its weight class is listed in the third column. Aircraft with a "L" or "H" are large turbine powered aircraft. As are "S" aircraft with a "+" following the "S". For example, a Falcon 900 (F900) is a "L" class aircraft; a Falcon 50 (FA50) is a "S+". Both are large turbine powered aircraft and must be issued headings/routing to keep them in the class B airspace.

At LAX, we generally accomplish this by issuing headings. Unless otherwise instructed by the radar controller, assign these aircraft runway heading. For example:

"Falcon One Two Three Sierra Xray, cleared out of the Los Angeles Bravo airspace, after departure fly runway heading, maintain VFR, departure frequency one two five point eight, squawk one zero one seven".

Altitude restrictions are not required unless the radar controller advises differently. For small aircraft at LAX, we generally issue a right or left crosswind departure to keep them out of the traffic flow. These operations do not require a VFR release from the radar controller, but do require an altitude restriction to keep them in tower's airspace. These aircraft should be issued a clearance similar to:

"November One Two Three Sierra Xray, cleared out of the Los Angeles Bravo airspace, make a right crosswind departure, maintain VFR at or below two thousand five hundred".

A departure frequency and squawk are not required unless the aircraft is requesting VFR flight following, since they will quickly depart the class B airspace on the crosswind leg.

Small aircraft that request something other than a right or left crosswind departure should be coordinated with the radar controller and issued instructions required by the radar controller along with the departure frequency and a squawk code.

Departures from other ZLA class B airports are handled using similar techniques to those described above.

4. What the instructors grading your exam are looking for:

If you've made it this far, congratulations! Here are some sample questions and answers that will give you an idea of what we are looking for:

1. A pilot calls up with this clearance:
   
   
   
   Answer: We know from our LOA with Oakland ARTCC that arrivals from the Socal Area(which includes Burbank) are routed via either the GMN or AVE transitions of the PXN2 arrival. In order to get the phraseology correct, it would be a good idea to go to www.airnav.com and download the arrival. By rule 4, this aircraft can accept any clearance we provide, so we can assign the PXN2. The VNY7.GMN part of the route we know is correct, from 2-2-1 of this study guide. As a check, simroutes.com has VNY7.GMN.PXN2 as a valid route.
   
   "American Seventy Six Forty Three, cleared to Oakland Airport, Van Nuys Seven Departure, Gorman Transition, Panoche Two Arrival. Maintain Five Thousand, expect Flight Level Three Six Zero Five Minutes After Departure. Departure Frequency One Three Four Point Two, Squawk One Zero Zero One."
   
   
   
2. This Pilot Calls for Clearance to French Valley airport from Burbank and advises that his aircraft type is a Beech King Air.
   
   
   
   Answer:
   Using the GH Aircraft utility or airnav.com, we find that French Valley Airport's ICAO code is F70. As airnav.com or a check of the ZLA Websites Airports and Charts page will tell you, the airport is in the SOCAL area, so therefore, a TEC route applies. Going to the ZLA website or simroutes.com, we find that the appropriate TEC route is BURM9 TEC route, which for J and M Class aircraft(a King Air is a turboprop, or M Class), has a final cruise altitude of 7000 feet. Remembering that we should try and see if a SID can get us to the first part of the route(V186), we see that the ELMOO5 departure matches up nicely with V186 Since the pilot didn't file anything, we need to read him a complete route to his destination.
   
   
   "King Air One Three Five Kilo Tango, cleared to French Valley airport, ELMOO Five departure, Victor One Eighty Six to Paradise, track the Paradise Zero Seven Eight Radial to SETER, direct. Maintain Five Thousand, expect Seven Thousand Five Minutes after departure. Departure Frequency One Three Four Point Two, Squawk One Zero Zero Two".
   
   
3. This Pilot Calls for Clearance.
   
   
   
   Answer:
   A quick check of the laartcc.org website or simroutes.com confirms this is the correct route at the correct altitude. Remember that aircraft filing the TEC route code need not have the SID and Transition explicitly read out. Accordingly; "November Three Five One Niner X-Ray, Cleared to Ramona Airport via the LAX Mike Six Zero TEC Route. Maintain Five Thousand. Departure Frequency One Two Four Point Three. Squawk One Zero Zero Three".
   
   
   
4. This Pilot Calls for Clearance.
   
   
   
   Answer:
   Although this route just feels wrong(direct after DAG of course isn't preferred), we have no letter of agreement with ZAU(Chicago), and the routing does comply with our rules. Accordingly;
   "Gulfstream Five Zero Six Quebec Sierra, cleared to Chicago O'Hare Airport, LAXX Five Departure, Daggett Transition, then as filed. Maintain Five Thousand, expect Flight Level Three One Zero Five Minutes after departure. Departure Frequency One Two Four point Three, Squawk One Zero Zero Four".
   Note:The word "direct" after Daggett Transition would be acceptable here as well, since there that is in fact the rest of the route.
   
   Note: A few questions have aircraft with /t/ remarks. Disregard these for the purpose of this test.

5. A Final Word:

This test will probably be one of the more time consuming things that you've done since joining VATSIM. At the end of it, however, you'll be well on your way to earning the ZLA Ground/Delivery Solo Rating, and your S1 promotion. Although it is a significant investment of your time now, having the solid understanding of the fundamentals and thought that goes into the clearance delivery process will be of great help to your VATSIM controlling career. Take your time, remember that you can save and come back to the test as necessary, and make sure to hit the save answer button before you move onto the next question.

Above all, this test is a learning experience. It is far more important that you demonstrate you comprehend the material than getting every little detail correct. It is graded by hand, not machine, so there is some discretion in how your test is graded.

Good luck, and feel free to ask the training staff any questions that you may have concerning the test; we won't give you the answer, but we'll be sure to put you in the right direction.

Mike Cassel
ZLA Training Administrator