Copying an IFR Clearance with CRAFT: Clearance Limits, Readback Rules, PDC, and Lost Comms
Updated: Sep 26
Before an IFR flight can begin, the pilot must receive and accept an IFR clearance from Air Traffic Control. This clearance is the authorization to operate under Instrument Flight Rules and is the foundation for safe separation, routing, and altitude assignments in the IFR system. Pilots use the acronym CRAFT to copy clearances, but there's real depth beyond the acronym: understanding what a clearance limit actually means, knowing which items you're required to read back (and why), recognizing modern text-based clearances (PDC/DCL), and understanding how the clearance's "expect" altitude and clearance limit feed your lost-communications plan. Mastering IFR clearances — not just copying them — is a key milestone in becoming a proficient instrument pilot.
This post covers obtaining an IFR clearance in practical depth: what a clearance is and the clearance limit concept, the CRAFT format, the readback requirements as a safety matter, "cleared as filed" and abbreviated clearances, Pre-Departure Clearance (PDC/DCL), how the clearance feeds lost communications, and the common mistakes.
Study this full length lesson (video, podcast, flashcards, and quiz) here: Full Length Lesson >
What an IFR Clearance Is
An IFR clearance is an ATC authorization that specifies where you're cleared to, how you'll get there, what altitude you'll fly, which frequency to contact after departure, and which transponder code to use.
You are not IFR until you:
Receive the clearance
Read back the critical items
Accept the clearance
What a clearance is (and isn't):
It's an authorization to operate IFR along a defined route/altitude
It provides separation from other IFR traffic
It is NOT a guarantee of obstacle/terrain clearance in all cases (some phases are the pilot's responsibility)
It is NOT permission to takeoff (that's a separate "cleared for takeoff" at towered fields, or your own decision at non-towered)
The clearance vs. takeoff distinction:
The IFR clearance authorizes the IFR flight
At a towered field, you still need "cleared for takeoff" from the tower
At a non-towered field, you depart on your own (within the void time)
Clearance ≠ takeoff authorization (a common conflation)
The regulatory basis:
14 CFR 91.123: pilots must comply with ATC clearances
91.173: an ATC clearance is required for IFR in controlled airspace
The clearance is mandatory and binding
Comply with it (or request an amendment)
The Clearance Limit: What "Cleared To" Means
A concept the basic treatment lists but doesn't fully explain: the clearance limit.
What the clearance limit is:
The point to which you are cleared (the "C" in CRAFT)
Usually your DESTINATION airport
The farthest point your clearance authorizes you to fly
"Cleared to [destination]"
The typical case:
Almost always, the clearance limit is your destination airport
"Cleared to the Dallas Love Field Airport"
You're cleared all the way there
The normal situation
The rare short clearance limit:
Occasionally, ATC clears you only to an intermediate fix (not the destination)
"Cleared to the ABC VOR" (a fix short of your destination)
This happens when ATC can't yet clear you all the way (traffic, coordination)
You'd expect further clearance en route
Why a short clearance limit matters:
If cleared only to a fix, you must plan to hold there if you don't get further clearance
The clearance limit is where you'd hold (lost comms or no further clearance)
Feeds the lost-communications plan (below)
Know your clearance limit
The "cleared to" vs. "cleared for the approach":
"Cleared to [airport]" is the clearance limit (en route)
"Cleared for the [approach]" is a separate clearance to fly the approach (near the destination)
Different clearances at different phases
Don't confuse them
The CRAFT Acronym
The standard format for copying clearances.
CRAFT:
C – Clearance limit (where you're cleared to)
R – Route (how you'll get there)
A – Altitude (initial and "expect")
F – Frequency (departure frequency)
T – Transponder code (squawk)
Writing it down:
Write CRAFT vertically on your notepad before calling
Fill in each element as ATC reads the clearance
A structured template
Nothing missed
The example clearance:"N123AB, cleared to the Dallas Love Field Airport via the WACO TWO departure, then as filed. Climb and maintain 3,000, expect 7,000 ten minutes after departure. Departure frequency 124.3. Squawk 4621."
Breaking it down:
C: Cleared to Dallas Love Field
R: WACO TWO departure, then as filed
A: Climb and maintain 3,000, expect 7,000 ten minutes after departure
F: Departure frequency 124.3
T: Squawk 4621
Why CRAFT works:
Standardized order (ATC reads it in this order)
A template ensures completeness
Efficient for fast clearances
The universal method
The "Expect" Altitude: More Than Just Information
A detail the basic treatment mentions but doesn't fully develop: the "expect" altitude.
What it is:
The clearance often gives an INITIAL altitude and an "EXPECT" higher altitude
"Climb and maintain 3,000, expect 7,000 ten minutes after departure"
3,000 is the initial altitude; 7,000 is what to expect later
Two altitudes in the clearance
Why the "expect" altitude matters:
It's not just informational — it's for LOST COMMUNICATIONS
If you lose radio communication, you climb to the "expect" altitude at the expected time
Part of the lost-comms altitude plan (the "expected" in MEA/Expected/Assigned)
A safety element
The normal use:
Normally, ATC will clear you to the higher altitude before the "expect" time
"Climb and maintain 7,000" (they give it to you)
The "expect" is a backup (if they forget, or you lose comms)
Usually superseded by an actual clearance
The lost-comms use:
If you lose comms, the "expect" altitude is what you climb to (at the expected time)
Ensures you're at a known altitude if ATC can't reach you
Part of the plan
Why it's given
Readback Requirements: A Safety Matter
The readback rules, expanded — this is more than courtesy.
The minimum readback:At a minimum, read back:
The clearance limit (where you're cleared to)
The assigned altitude
The transponder code (squawk)
Why these are read back:
These are the most critical items (errors here are dangerous)
Reading back lets ATC verify you copied correctly
Catches errors before they matter
A verification loop
The altitude readback (critical):
Always read back assigned altitudes
Altitude errors cause loss of separation
ATC confirms your readback
A safety-critical item
The hold-short and runway-crossing readback (regulatory):
If ATC issues a hold-short instruction or a runway crossing, you MUST read it back
This is a specific requirement (runway safety)
"Hold short of Runway 18" → read it back
Required for runway operations
The heading/vector readback:
Read back assigned headings/vectors
Confirms the turn
Good practice
Verification
The full readback:
A full readback of the clearance is good practice (especially for new IFR pilots)
Ensures complete understanding
ATC corrects any errors
Thorough
The "say again" option:
If you miss part of the clearance, ask ATC to "say again"
Don't guess
Get it right
Better to ask than to err
Never rush the readback:
Take the time to read back accurately
A rushed readback causes errors
Accuracy over speed
Deliberate
"Cleared as Filed" and Abbreviated Clearances
A common clearance form the basic treatment touches on but can be clarified.
"Cleared as filed":
ATC accepted your filed route (no changes)
"Cleared to [destination] as filed"
Your filed route is the cleared route
Common (especially with preferred routes)
The critical caveat — "as filed" means as FILED, not as PLANNED:
"As filed" means your FILED flight plan route
NOT necessarily what you intended (if you filed differently than you meant)
Verify your filed route matches your intention
A common trap (assuming "as filed" = "as I planned")
The abbreviated clearance:
"Cleared as filed" is an abbreviated clearance (they don't read the whole route)
You still get the clearance limit, altitude, frequency, squawk
The route is "as filed" (refer to your flight plan)
Efficient
What "as filed" still includes:
Even with "as filed," ATC gives you:
The clearance limit
Any DP (departure procedure) if applicable
The initial altitude and "expect" altitude
The departure frequency and squawk
Only the ROUTE is abbreviated to "as filed"
The departure procedure with "as filed":
ATC may add a SID/DP even with "as filed"
"Cleared to [destination] via the [XYZ] departure, then as filed"
The DP is specified; the rest is as filed
Common at busy fields
Verifying "as filed":
Have your filed route in front of you
Confirm "as filed" matches what you filed
Know your route
Don't assume
Pre-Departure Clearance (PDC) and Data Comm (DCL)
A modern clearance method the basic treatment doesn't mention.
What PDC is:
Pre-Departure Clearance — a TEXT-based clearance delivered electronically
Sent to your app (ForeFlight, etc.) or to the aircraft (for equipped aircraft)
Instead of copying it verbally over the radio
Increasingly common
How PDC works:
You file, and at eligible airports, the clearance is sent as text
You review it (on your device/EFB)
No verbal copying required
Reduces frequency congestion and errors
Data Comm (DCL - Departure Clearance):
A more advanced version (CPDLC-based) for equipped aircraft
The clearance is uplinked to the aircraft's system
The pilot accepts it via the avionics
Common for airliners and equipped aircraft (expanding to GA)
The benefit:
No verbal readback (the text is the clearance)
Reduces errors and frequency congestion
Review at your pace
The modern trend
The GA reality:
PDC via EFB apps is increasingly available for GA at towered fields
You may receive your clearance as text before calling ground
Confirm/accept per the app
A growing convenience
The verification:
Even with PDC, review the clearance carefully
Note any changes from your filed plan
Set up the aircraft accordingly
Same diligence, different delivery
Controlled vs. Uncontrolled Airport Clearances
The two scenarios, with the uncontrolled specifics (cross-referencing the filing post).
At a controlled (towered) airport:
Get the clearance from Clearance Delivery, Ground, Tower, or via PDC
Call after engine start, before taxi, when ready to copy
Structured and straightforward
The clearance is ready (if filed in time)
At an uncontrolled (non-towered) airport:
Get the clearance via phone (Flight Service/RCO), radio (if coverage), or airborne (pop-up)
Comes with a VOID TIME (depart before it), or a RELEASE TIME (don't depart before it), or HOLD FOR RELEASE (wait)
More coordination required
(The void-time mechanics are covered in depth in our IFR flight plan filing post)
The void time (brief):
"Clearance void if not off by [time]"
Depart before the void time or the clearance is canceled
Report if you don't depart
An uncontrolled-field element
The release time:
"Released for departure at [time]"
You may NOT depart before this time
ATC is spacing you
Wait for the release time
Hold for release:
"Hold for release, expect departure in [time]"
You have the clearance but can't depart yet
Wait for the release
ATC coordinates the traffic
The pop-up (airborne) clearance:
Depart VFR (if weather/airspace permit), contact ATC airborne, request IFR
Requires solid VFR conditions to depart and escape planning
Get the clearance in the air
A caution-required method
How the Clearance Feeds Lost Communications
An important connection the basic treatment doesn't make: the clearance elements are the basis for your lost-comms plan.
The lost-comms route (the "AVEF" for route):
If you lose comms, fly the route by: Assigned, Vectored, Expected, Filed
Assigned (the route you were assigned)
Vectored (if being vectored, proceed direct to the fix/route you were vectored toward)
Expected (a route ATC said to expect)
Filed (your filed route)
The clearance (and any amendments) defines this
The lost-comms altitude (the "MEA" - highest of):
Fly the HIGHEST of: MEA, Expected, Assigned
MEA (minimum en route altitude for the segment)
Expected (the "expect" altitude from your clearance)
Assigned (your assigned altitude)
The clearance's altitude and "expect" altitude feed this
Why the clearance matters for lost comms:
Your assigned altitude and "expect" altitude come from the clearance
Your assigned/expected route comes from the clearance
If you lose comms, you fly per these (that's why you copy them accurately)
The clearance IS your lost-comms plan
The clearance limit for lost comms:
If your clearance limit is the destination (usual), you proceed there and commence the approach
If it's a fix short of the destination, you hold there (at the expected further-clearance time)
The clearance limit defines where you go/hold
Feeds the plan
Briefing lost comms:
Before departure, brief the lost-comms plan (using the clearance)
Know the route (AVEF), altitude (MEA), and clearance limit
Anticipate the "what if"
Part of the clearance briefing
What to Do After Receiving the Clearance
The setup, expanded.
Before takeoff:
Review the clearance carefully
Verify the route matches your expectations (and your filed route if "as filed")
Set the assigned (initial) altitude in the altitude bug/preselect
Tune and brief the departure frequency
Enter the transponder code (squawk)
Brief the departure procedure (if assigned a SID/DP)
Brief lost communications procedures (route, altitude, clearance limit)
The route verification:
Load the cleared route into the GPS/FMS
Verify it matches the clearance
Check for amendments (if not "as filed")
Set up navigation
The altitude setup:
Set the initial assigned altitude
Note the "expect" altitude (for lost comms and anticipation)
Ready to climb to the assigned altitude
Altitude awareness
The briefing:
Brief the departure (initial heading/altitude, obstacles, frequency)
Brief lost comms (AVEF route, MEA altitude, clearance limit)
Anticipate the departure
Prepared
Common IFR Clearance Mistakes
The errors, expanded.
Forgetting the assigned altitude:
Missing or mis-copying the altitude
A safety-critical error
Read it back, set it
Don't miss it
Missing a void time (non-towered):
Not noting/observing the void time
Departing after it (clearance void)
Note and observe void times
Uncontrolled-field error
Assuming "as filed" means "as planned":
"As filed" is your FILED route, not necessarily your intention
Verify the filed route matches your plan
A common trap
Know your filed route
Departing without an actual release (non-towered):
Departing when told to "hold for release"
You need the release
Wait for it
A coordination error
Failing to read back critical items:
Not reading back the altitude, squawk, clearance limit (and hold-short if issued)
Skipping the verification
Read back the required items
A communication error
Not briefing lost comms:
Not knowing the lost-comms plan (from the clearance)
Unprepared for a comm failure
Brief it before departure
A preparation gap
The consequences:
Loss of separation
ATC violations
Increased workload after takeoff
Runway incursions (hold-short errors)
Avoidable with diligence
Practical Tips
Expanded advice.
Write CRAFT vertically on your notepad
Always be ready to copy before calling (pen, paper, notepad ready)
Use PDC (via your EFB) at eligible towered fields
Ask ATC to "say again" if needed
Never rush a clearance readback
Read back the required items (altitude, squawk, clearance limit, hold-short)
Brief the clearance (and lost comms) before moving the airplane
Verify "as filed" against your actual filed route
Final Thoughts
An IFR clearance is your entry into the instrument system, and CRAFT is your roadmap for copying and executing it correctly. But mastering clearances means understanding more than the acronym: the clearance limit (usually your destination, occasionally a fix short of it), the readback requirements (altitude, squawk, clearance limit, and hold-short instructions), the modern PDC/Data Comm methods, and how the clearance's route, altitude, and "expect" altitude become your lost-communications plan.
Whether departing a controlled airport or a quiet non-towered field, the structure remains the same even as the procedures differ. If you can confidently copy, understand, brief, and apply a CRAFT clearance — including its lost-comms implications — you're well on your way to becoming a proficient IFR pilot.
On the Written Test and Checkride
IFR clearances appear on tests and checkride orals (instrument especially). The most commonly tested topics:
The CRAFT format
The clearance limit concept
Readback requirements (altitude, squawk, hold-short)
The "expect" altitude and lost communications (AVEF route, MEA altitude)
Void times, release times, and hold-for-release (non-towered)
"Cleared as filed"
Quick Reference
IFR Clearance:
ATC authorization to operate IFR
You're not IFR until you receive, read back, and accept it
Required for IFR in controlled airspace (91.173)
Clearance ≠ takeoff authorization
The Clearance Limit:
The point you're cleared to (the "C")
Usually the destination airport
Occasionally a fix short of the destination (expect further clearance)
Where you hold if lost comms/no further clearance
CRAFT:
C – Clearance limit (destination)
R – Route (as filed or amended)
A – Altitude (initial + "expect")
F – Frequency (departure)
T – Transponder (squawk)
The "Expect" Altitude:
Initial altitude + "expect" higher altitude
The "expect" is for LOST COMMS (climb to it at the expected time)
Usually superseded by an actual clearance to the higher altitude
Readback Requirements (minimum):
Clearance limit
Assigned altitude
Transponder code
PLUS: hold-short/runway-crossing instructions (required)
Full readback = good practice
"Cleared as Filed":
Your FILED route is cleared (abbreviated)
Means "as FILED," NOT "as planned" — verify they match
Still includes clearance limit, altitude, frequency, squawk (and DP if applicable)
PDC / Data Comm (DCL):
PDC: text-based clearance (via EFB) — no verbal copy
DCL/CPDLC: uplinked to equipped aircraft
Reduces errors and congestion
Growing for GA
Controlled vs. Uncontrolled:
Controlled: Clearance Delivery/Ground/Tower/PDC (clearance ready)
Uncontrolled: phone/radio/pop-up, with void time / release time / hold for release
Lost Comms (from the clearance):
Route (AVEF): Assigned, Vectored, Expected, Filed
Altitude (MEA - highest of): MEA, Expected, Assigned
Clearance limit: where you go/hold
Brief it before departure
Common Mistakes:
Forgetting the assigned altitude
Missing a void time
Assuming "as filed" = "as planned"
Departing without a release
Not reading back required items
Not briefing lost comms
Key Principle:
An IFR clearance authorizes IFR flight (but not takeoff) and is copied with CRAFT: Clearance limit, Route, Altitude, Frequency, Transponder. The clearance limit is usually your destination; the "expect" altitude and your assigned route/altitude become your lost-communications plan (route: AVEF; altitude: highest of MEA/Expected/Assigned). Read back the altitude, squawk, clearance limit, and any hold-short instruction — and verify "as filed" matches what you actually filed.
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Author: Nathan Hodell
CFI, CFII, MEI, ATP, Creator and CEO
Nathan is an aviation enthusiast with thousands of hours of flying and dual instruction over the past 15+ years. Through his aviation career he has been able to earn his ATP, fly as an airline pilot, own/operate flight schools, and create and host wifiCFI.