-- Page 311 --
Section 2. Departure Procedures
5-2-1. Pre-taxi Clearance Procedures
a. Certain airports have established pre-taxi clear-
ance programs whereby pilots of departing
instrument flight rules (IFR) aircraft may elect to re-
ceive their IFR clearances before they start taxiing for
takeoff. The following provisions are included in
1. Pilot participation is not mandatory.
2. Participating pilots call clearance delivery or
ground control not more than 10 minutes before pro-
posed taxi time.
3. IFR clearance (or delay information, if clear-
ance cannot be obtained) is issued at the time of this
4. When the IFR clearance is received on clear-
ance delivery frequency, pilots call ground control
when ready to taxi.
5. Normally, pilots need not inform ground con-
trol that they have received IFR clearance on
clearance delivery frequency. Certain locations may,
however, require that the pilot inform ground control
of a portion of the routing or that the IFR clearance
has been received.
6. If a pilot cannot establish contact on clearance
delivery frequency or has not received an IFR clear-
ance before ready to taxi, the pilot should contact
ground control and inform the controller accordingly.
b. Locations where these procedures are in effect
are indicated in the Chart Supplement U.S.
5-2-2. Automated Pre-Departure Clear-
a. Many airports in the National Airspace System
are equipped with the Terminal Data Link System
(TDLS) that includes the Pre-Departure Clearance
(PDC) and Controller Pilot Data Link Communica-
tion–Departure Clearance (CPDLC-DCL) functions.
Both the PDC and CPDLC-DCL functions automate
the Clearance Delivery operations in the ATCT for
participating users. Both functions display IFR clear-
ances from the ARTCC to the ATCT. The Clearance
Delivery controller in the ATCT can append local de-
parture information and transmit the clearance via
data link to participating airline/service provider
computers for PDC. The airline/service provider will
then deliver the clearance via the Aircraft Commu-
nications Addressing and Reporting System
(ACARS) or a similar data link system, or for
non-data link equipped aircraft, via a printer located
at the departure gate. For CPDLC-DCL, the departure
clearance is uplinked from the ATCT via the Future
Air Navigation System (FANS) to the aircraft avion-
ics and requires a response from the flight crew. Both
PDC and CPDLC-DCL reduce frequency conges-
tion, controller workload, and are intended to
mitigate delivery/read back errors.
b. Both services are available only to participating
aircraft that have subscribed to the service through an
approved service provider.
c. In all situations, the pilot is encouraged to con-
tact clearance delivery if a question or concern exists
regarding an automated clearance. Due to technical
reasons, the following limitations/differences exist
between the two services:
(a) Aircraft filing multiple flight plans are
limited to one PDC clearance per departure airport
within an 18-hour period. Additional clearances will
be delivered verbally.
(b) If the clearance is revised or modified pri-
or to delivery, it will be rejected from PDC and the
clearance will need to be delivered verbally.
(c) No acknowledgment of receipt or read
back is required for a PDC.
(a) No limitation to the number of clearances
(b) Allows delivery of revised flight data, in-
cluding revised departure clearances.
(c) A response from the flight crew is re-
(d) Requires a logon using the International
Civil Aviation Organization (ICAO) airport facility
identification (for example, KSLC utilizing the ATC
(e) To be eligible, operators must have re-
ceived CPDLC/FANS authorization from the
Departure Procedures 5-2-1