ATC Zero (Air Traffic Control Zero) is an official term used by the U.S. Federal Aviation as prescribed in FAA Orders JO , JO , and JO FAA This publication governs the Air Route Traffic Control Centers, Approach Controls and Air Traffic Control Towers. This lovely document covers. The FAA AIM and ATC () documents don’t mention the ICAO equivalent. But I found it in the US AIP: () At times a clearance may.
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This is not an emergency situation but merely indicates an emergency situation is possible should any undue delay occur. We can cross-reference this with the Skybrary entry for Immediate Takeoff:. So that suggests that “immediate takeoff” is more standard.
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My experience has always had the clearance be “no delays”. For “no delays” you can always easily respond “unable” and wait until the next plane lands. In the interest of expediting traffic, a clearance for immediate take-off may be issued to an aircraft before it enters the runway. On acceptance of such clearance the aircraft shall taxi out to the runway and take off in one continuous movement.
I believe both are correct with ATC opting to use “Cleared for take-off, no delay. Here’s one 71110.65 the field. SouthwestMidway tower, runway 31C, line up and wait. Don’t plan on stopping. Southwesttraffic holding in position on the crossed runway, traffic on 3-mile final for the crossed runway, no delay please.
Turn left headingRunway 31C, cleared for takeoff. The wind at 9. What follows the heterodyne is what makes this one famous, but the answer to your question as plays out here, is the controller intentionally used informal language in his advisory “don’t plan on stopping” and the admonishment “no delay please”.
FAA Order – Wikipedia
Redwood five-two-six-three, runway three-zero cleared for immediate takeoff. Just got one yesterday. Not sure of the exact wording but I think it was.
Cherokee N cleared for takeoff Runway 29, Cessna on 1 mile final. This is THE correct answer; this is how stc is done at busy U. We can cross-reference this with the Skybrary entry for Immediate Takeoff: At the holding point: If it is not possible to begin taxiing onto the runway at once or if take off performance calculations mean that a standing start is necessary, then the clearance must be declined If already lined-up on the runway: If this is not possible for any reason, the pilot must advise the controller immediately.
I have heard both, with the “immediate takeoff” probably being a little more frequent. There’s also the option 7110.6 expedite. I’d personally advise against expedite in this situation, don’t put a plane that might need extra time on the runway then tell it to expedite because of “imminent” danger.
The pilot needs to be asked, not told, beforehand.
Be ready for immediate departure. Heterodyne What follows the heterodyne is what makes this one famous, but the answer to your question as plays out here, is the controller intentionally used informal language in his advisory “don’t plan on stopping” and the admonishment “no delay please”. Harper 2, 6 Thanks, a real world example. Is the “turn left heading ” an instruction for after takeoff? Sign up or log in Sign up using Google.
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