Task III.A
Compliance with Air Traffic Control Clearances
To determine the applicant exhibits satisfactory knowledge, risk management, and skills associated with ATC clearances and procedures while operating solely by reference to instruments.
References: 14 CFR parts 91; AIM; FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-15, FAA-H-8083-16, FAA-H-8083-25
Quick Review
Conversational Q&A — quiz yourself before the oral.
Clearance limit, Route (including any DP), Altitude, Frequency, Transponder code — CRAFT. Except for the squawk, I can predict most of it before engine start: the clearance limit is usually the destination, the route is what I filed or the DP in use, and the departure frequency is printed on the charts. I pre-write what I expect, then correct against what the controller actually says (IFH ch. 2).
The fix or airport to which my clearance is valid — normally the destination airport. If I arrive at a clearance limit short of the destination before receiving clearance beyond it, ATC expects me to maintain the last assigned altitude and hold — as charted, or if no pattern is charted, in a standard pattern on the course I approached the fix on — and request further clearance as soon as possible (IFH ch. 10). Holding mechanics are covered under Task III.B.
- Reading the full clearance back to clearance delivery is recommended (IFH ch. 2), and ATC is responsible for ensuring my readback is correct (IPH ch. 1).
- I must read back any part of a clearance containing "hold short" instructions (IPH ch. 1).
- When I'm uncertain of a clearance, I shall immediately request clarification (91.123(a)).
- I request an amended clearance if the one issued would violate a rule, exceed my aircraft's performance or navigation capability, or place me in jeopardy — accepting it makes compliance my problem (IFH ch. 10).
Only when:
- I obtain an amended clearance
- An emergency exists
- The deviation responds to a TCAS resolution advisory
I may also cancel IFR in VFR conditions, except in Class A airspace. After an emergency or RA deviation, I notify ATC as soon as possible (91.123).
As PIC, I can deviate from any rule of Part 91 to the extent required to meet an in-flight emergency (91.3) — including deviating from an assigned clearance immediately when time doesn't permit ATC approval (IFH ch. 2). I notify ATC of the deviation as soon as possible, and if ATC gives me priority, I'm prepared to submit a detailed report within 48 hours to the facility manager, but only if requested (91.123(c), (d)).
At a non-towered airport, my clearance may come with a void time: I must be airborne before that time or the clearance is void — off at exactly the void time is too late (IFH ch. 2). If I don't depart, I must notify ATC by a specified notification time within 30 minutes of the original void time; after the void time my reserved slot in the IFR system is released to other traffic (IPH ch. 1). I can request a specific void time when filing (IFH ch. 2).
The other half of the void-time system. A release time is the earliest I may depart — I do not take off before it (IFH ch. 2). Hold for release means I'm not cleared for takeoff yet because the departure controller can't fit me into the flow; at a towered field, the tower won't issue takeoff clearance until departure issues a release (IFH ch. 2). Having a clearance is not the same as being released.
"Cruise 5,000" assigns a block of airspace from the minimum IFR altitude up to and including 5,000. I may level at any altitude in the block and climb or descend within it at my discretion — but once I report leaving an altitude, I can't return to it without a new clearance. A cruise clearance also authorizes the approach at the destination airport (IFH ch. 10; IPH ch. 2). With an unpublished route, ATC adds a crossing altitude that guarantees obstruction clearance until I join a published segment (IFH ch. 10).
An IFR clearance I request (pilot only, in VFR conditions) to fly a VFR altitude of my choice in lieu of an assigned altitude. I must:
- Fly appropriate VFR altitudes per part 91
- Comply with VFR visibility and cloud-clearance criteria
- Still comply with all IFR rules — minimum IFR altitudes, position reports, course, clearance adherence
I remain on my IFR flight plan, but ATC no longer separates me — see and avoid. Not permitted in Class A (IFH ch. 10). It allows operating above, below, or between layers — not only "on top" (IFH ch. 10).
I squawk 7600, then fly what ATC can predict (91.185; IPH ch. 2):
- Route — in order of precedence: Assigned, Vectored, Expected, Filed
- Altitude — the highest of the minimum IFR altitude, the expected altitude, or the assigned altitude, re-evaluated for each route segment
- If the failure occurs in VFR conditions, or I encounter them after it: I remain VFR and land as soon as practicable (91.185(b))
The full procedure — mnemonics, clearance-limit timing, and worked examples — is covered under Task VII.A.
Skill tolerances for this task: airspeed ±10 knots, heading ±10°, altitude ±100 feet, course/radial/bearing within ¾-scale CDI deflection (FAA-S-ACS-8C, IR.III.A.S5).
Deep Dive
Copying the clearance — shorthand that survives the checkride
The examiner will read you a clearance and expect a correct copy, readback, and compliance in a timely manner using AIM phraseology (S1). Pre-writing CRAFT is the technique; shorthand keeps the copy short enough to keep up.
Two frequency-room details worth knowing: "clearance on request" means your flight strip hasn't arrived from the Center computer yet — the controller calls you when it has, so use the wait for taxi and pre-takeoff checks — and a filed flight plan "times out" 2 hours after the proposed departure time if never opened (IFH ch. 2).
The last clearance received supersedes all previous clearances — the 2,000-foot restriction is canceled. This applies in both terminal and Center airspace (IFH ch. 2).
Understanding what you accepted — and what you didn't
Risk elements R1–R3 all reduce to the same discipline: never fly a clearance you don't fully understand or can't fly. Acceptance is a contract.
Advise ATC immediately if unable to comply — before accepting, ideally. I'm expected to request an amended clearance any time one is unacceptable from a safety perspective, exceeds my navigation capability, or would cause me to break a regulation. For DPs specifically, I must be able to meet the published climb gradient; if I can't, I must wait for VMC to depart (IPH ch. 1). If a speed adjustment is issued, I'm expected to hold it ±10 knots or say I can't (IFH ch. 10).
I may not operate on a clearance or instruction issued to another aircraft for radar air traffic control purposes (91.123(e)). The defense is strict radio discipline: I use my complete call sign on every transmission, and I'm suspicious when a clearance doesn't match what I expected — query rather than assume (IPH ch. 4). A readback with my full call sign gives the controller the chance to catch the mix-up; readback/hearback errors are a documented cause of altitude and course deviations (IPH ch. 2).
Lost communications
The 91.185 framework is summarized in the Quick Review; the full treatment — clearance-limit timing, the transmitter-only failure case, MEA climbs while silent, and worked examples — is covered under Task VII.A.
Outside radar: position reports
K3 covers non-radar environments. Where ATC can't see you, separation depends entirely on the accuracy of your reports (IFH ch. 10).
Over each compulsory reporting point — the solid triangles on the en route chart — regardless of altitude, including VFR-on-top. On direct routes, over each fix used to define the route. Open-triangle points are reported only on ATC request. Discontinue reporting when ATC says "radar contact"; resume when I hear "radar contact lost" or "radar service terminated" (IFH ch. 10).
- Identification
- Position
- Time
- Altitude or flight level (actual altitude when VFR-on-top)
- Type of flight plan (not needed when reporting directly to ARTCC or approach)
- ETA and name of the next reporting point
- Name only of the succeeding reporting point
- Pertinent remarks (IFH ch. 10)
At all times:
- Vacating any assigned altitude for a new one
- Any altitude change when VFR-on-top
- Unable to climb or descend at least 500 fpm
- A missed approach (with my request)
- Average TAS change of 5 percent or 10 knots (whichever is greater) from the flight plan
- Time and altitude reaching a holding fix, and when leaving it
- Loss of nav or comm capability (VOR, ADF, GPS anomaly, ILS, air/ground comm)
- Anything affecting safety of flight
When not in radar contact, add: leaving the final approach fix (FAF) or outer marker inbound, and a corrected ETA when my estimate is off by more than 3 minutes (IFH ch. 10).
Official ACS elementsreference
Knowledge3 elements
The applicant demonstrates understanding of:
IR.III.A.K1Elements and procedures related to ATC clearances and pilot/controller responsibilities for departure, en route, and arrival phases of flight, including clearance void times.IR.III.A.K2Pilot-in-Command (PIC) emergency authority.IR.III.A.K3Lost communication procedures and procedures for flights outside of radar environments.
Risk Management4 elements
The applicant is able to identify, assess, and mitigate risk associated with:
IR.III.A.R1Less than full understanding of an ATC clearance.IR.III.A.R2Inappropriate, incomplete, or incorrect ATC clearances.IR.III.A.R3ATC clearance inconsistent with aircraft performance or navigation capability.IR.III.A.R4ATC clearance intended for other aircraft with similar call signs.
Skills7 elements
The applicant exhibits the skill to:
IR.III.A.S1Correctly copy, read back, interpret, and comply with simulated or actual ATC clearances in a timely manner using standard phraseology as provided in the Aeronautical Information Manual (AIM).IR.III.A.S2Correctly set communication frequencies, navigation systems (identifying when appropriate), and transponder codes in compliance with the ATC clearance.IR.III.A.S3Use the current and appropriate paper or electronic navigation publications.IR.III.A.S4Intercept all courses, radials, and bearings appropriate to the procedure, route, or clearance in a timely manner.IR.III.A.S5Maintain the applicable airspeed ±10 knots, headings ±10°, altitude ±100 feet; track a course, radial, or bearing within ¾-scale deflection of the course deviation indicator (CDI).IR.III.A.S6Use single-pilot resource management (SRM) or crew resource management (CRM), as appropriate.IR.III.A.S7Perform the appropriate checklist items relative to the phase of flight.