Welcome to IVAO United Arab Emirates Division

Clearance Delivery SOP




The Clearance delivery controller is responsible for providing departing aircraft with their IFR clearance. It is not something to be taken lightly. The smooth flow of all traffic depends on these clearances. If a clearance is incorrect another controller down the line will have to amend it, and potentially distract the pilot from his flying, while if the error would have been corrected before take-off the pilot would have had all the time to amend his plan, and not have anything to worry about when in the air.In light of the above respecting the following guidelines is essential.

What you need to know


In addition to the general guidelines a Clearance delivery controller must:

  • Understand the basics of verifying accuracy of flight plans;
  • Be able to issue an IFR clearance with or without SID;
  • Understand the RVSM Altitude assignment system;
  • Understand, and apply minimum routing restrictions whenever published.


Firstly you'll need the following information:

  • The sector file for the given airport;
  • As a minimum the SID charts for the given airport, though we recommend you download the complete collection.
In the real world some commercial traffic at large airports receive IFR clearance electronically via ACARS, and rarely exchange more than a few words with the clearance controller. (UAE is currently trialing this) On IVAO we can't do it this way, instead we use the following procedures.Elements of a Clearance: A Clearance shall include the following items:
  • Aircraft Identification
  • Clearance Limit
  • Route
  • Levels of flight and changes of levels
  • Squawk (If Applicable)
The following items may also be added:
  • ATFM Slots (Air Traffic Flow Management)
  • Communications instructions
  • Any special instructions

Clearance Limit:

A clearance limit is the point to which an aircraft is granted a clearance. This may be:

    • An aerodrome
    • A reporting Point
    • A Controlled or advisory airspace boundary

A clearance limit is the point to which an aircraft is granted an air traffic control clearance and shall be specified by naming: a) an aerodrome;
b) a reporting point; or
c) a controlled or advisory airspace boundary.
Route: Controllers should be able to clear an aircraft according to the route requested. Sometimes this may not be possible, and the controller should explain the reason why when issuing the clearance. The expression "Cleared flight plan route" is not used in the UAE.Allocation of cruising levels: Normally, the cruising level in the Flight plan is to be allocated. If that level is not available, the nearest appropriate level should be allocated.Above FL195 in class C airspace (Airways) the semi-circular rule shall apply. Flight levels 200, 220, 240, 260 and 280 shall be westbound; Flight levels 210, 230, 250, and 270 shall be eastbound.Cruising levels at or above FL290 up to FL410 within RVSM airspace
































The 4-digit code the pilot sets his transponder to so that controllers can identify him on radar. There are various schemes for allocating squawk codes, some quite complicated using different code ranges depending on outbound track, level, etc and there are ranges in certain countries reserved for military low-level, air ambulance, search and rescue, police operation etc. However, when controlling on IVAO in the United Arab Emirates division, the only requirement is that each aircraft is allocated a unique code (or at least unique in the surrounding airspace) so that it can be positively identified on radar a complete table with SQK is available in the website. You may find that adjacent controllers always use the same range of codes (as in the real world) - so pick a range you will use and issue the first one to the first aircraft you clear and increment it for each subsequent aircraft. Remember that squawk codes are 4-digit octal numbers, so each digit can only be 0-7. Do not use any of the emergency codes (7500, 7600, and 7700).Example of Departure clearance (SID): UAE XXX is a Boeing 737, Dubai to Dammam via airways at FL280.Remember, his Clearance must contain:

  • Aircraft Identification (UAEXXX)
  • Clearance Limit (Dammam)
  • Route (Standard Departure or SID)
  • Levels of flight and changes of levels (SID)
  • Squawk (assigned code)
"Dubai Delivery, good morning, UAE xxx, A 737 with Information Echo, request clearance to Dammam""UAE xxx, Dubai Ground, good morning, cleared to Dammam, VIA RANBI 2D, squawk 5201""Cleared to Dammam, RANBI 2D, squawk 5201, UAE xxx""UAE xxx, Read Back is correct, Contact Dubai Ground 118.35""118.35, UAE xxx"Example of Departure clearance (No SID): IRK xxx is a Dash 8, Dubai to Kish via airways Final FL190.Remember, his Clearance must contain:
  • Aircraft Identification (IRK xxx)
  • Clearance Limit (Kish Island)
  • Route
  • Levels of flight and changes of levels
  • Squawk (assigned code)
"Dubai, good morning, IRK xxx , A Dash 8 with information Bravo, request clearance as Failed to Kish ""IRK xxx, Dubai, good morning, Cleared To Kish Island, Runway heading Intel 4000ft, Runway Hedge, squawk 5201""Cleared to Kish Island, Runway heading Intel 4000ft, squawk 5201, IRK xxx""IRK xxx, Read back is correct, Call for startup""Wilco, IRK xxx"Example of a VFR Departure Clearance: A6-EFT is a Piper, VFR Dubai to Sharjah, Remember, his Clearance must contain:
  • Aircraft Identification (A6-EFT)
  • Clearance Limit
  • Route
  • Altitude
  • Squawk (assigned code)
"Dubai, good morning, A6-EFT, A Piper with Information Charlie, at E19 request taxi for flight to Sharjah ""A6-EFT, Dubai, good morning, taxi via P4 N hold point N7 runway 30R, Q1004""Taxi P4 N hold point N7 runway 30R, Q1004, A6-EFT""A6-EFT, Correct, have your clearance""Ready to copy, A6-EFT""A6-EFT, Cleared VFR to the Sharjah Not above altitude 1,500ft, VFR, squawk 7101""Cleared VFR to the Sharjah not above altitude 1,500ft, VFR, squawk 7101, A6-EFT""A6-EFT, Correct, call ready for departure""Wilco, A6-EFT


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