order 7110 - chicago artcc · a.) c90 is considered a major tracon and requires a major...

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ORDER 7110.65K

C90 TRACON SOP

1/10/18

1 - PURPOSE

The purpose of this document is to standardize how ZAU controllers operate the C90 TRACON. All controllers shall operate via the standards outlined in this document.

1.1 - DISTRIBUTION

This Document shall be distributed to all members of ZAU ARTCC.

1.2 - CANCELLATION

This document cancels any previous documentation that shared information this document covers. Cancellation

of this document will be at the authority of the ZAU ATM, DATM, TA and the VATUSA Northeastern Regional

Director. Revisions to this policy can and will be made when appropriate.

1.3 – SIGNATURES

Signed,

Matthew Campbell Chris Hadden Matthew Campbell Chris Hadden

Air Traffic Manager Deputy Air Traffic Manager

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Change # Date Description Author

CHG 1 1/10/18 Write & Approval ZAU Staff

CHG 2 8/30/19 Minor format changes Chris Hadden - DATM

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1.4 - CONTENTS

Chapter 1: Introduction……………….…………………………………………………………………………………….…...1 Chapter 2: General……………………………….……………………………………………………………………………...4 Chapter 3: O’Hare Approach......................................................................................................................................10 Chapter 4: Departure........ …….……………………………………………………………..............................................27 Chapter 5: North Satellite…………….……………………………………………………................................................30 Chapter 6: South Satellite....................................................................................................................................…...32 Chapter 7: Special Procedures...................................................................................................................................45 Chapter 8: Position Relief……………………………………………………...................................................................46

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CHAPTER 2: GENERAL

2.1 Airspace

a.) The Chicago TRACON (C90) is divided into four areas O’Hare approach, Departure, North Satellite and South satellite.

O’Hare arrivals enter in the four corners and the MDW arrivals enter from the south east and south west corners. C90 covers roughly 40 NM of airspace around O’Hare extending over Lake Michigan, Illinois, Northwest Indiana and Southern Wisconsin.

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2.2 Certification Requirements a.) C90 is considered a major TRACON and requires a major endorsement. Controllers must hold a rating of S3 or above.

2.3 Communications

The following are the approved C90 TRACON positions. The name of the position, the frequency, the online callsign, and the voice channel are as follows:

CallSign Position Name Frequency Voice Channel

CHI_Z_APP Center Final 119.000 C90_119.000

CHI_W_APP South Final 133.620 C90_133.620

CHI_F_APP North Final 124.650 C90_124.650

CHI_Y_APP FARMM Feeder 135.020 C90_135.020

CHI_X_APP PLANO Feeder 135.070 C90_135.070

CHI_J_APP KUBBS Feeder 126.700 C90_126.700

CHI_E_APP OKK Feeder 118.920 C90_118.920

CHI_B_DEP East Departure 125.000 C90_125.000

CHI_D_DEP North Departure 134.400 C90_134.400

CHI_G_DEP West Departure 135.270 C90_135.270

CHI_M_DEP South Departure 126.620 C90_126.620

CHI_N_DEP Loop Departure 118.270 C90_118.270

CHI_K_DEP Kane Departure 125.400 C90_125.400

CHI_S_APP South Sat 1 128.200 C90_128.200

CHI_P_APP South Sat 2 119.350 C90_119.350

CHI_L_APP South Sat 3 133.500 C90_133.500

CHI_U_APP South Sat 4 127.870 C90_127.870

CHI_A_APP North Sat 120.550 C90_120.550

a.) Every controller is encouraged to use voice as the primary method of communication with aircraft per VATSIM Regulations. However, aircraft utilizing non-voice communications (text or receive only) will never be denied ATC

services. Controllers shall use text to clarify instructions and/or when instructed by an aircraft.

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b.) Every C90 position will maintain a standard and common position ATIS. VRC’s Controller Info dialog automates

many of these elements of a standard position ATIS. The position ATIS will include the following elements at minimum:

Position Current ATIS Letter ID Active Runways

$radioname() $metar(KMDW)

c.) ATIS.

(1) Local Control shall be responsible for keeping an updated ATIS with all necessary information pertaining to operations at ORD. Controllers shall use vATIS as the primary method for broadcasting ATISs.

(2) At Class D airports located within C90, Local Control may put up an ATIS with all necessary information

pertaining to operations its respective airport. The standard VOICE ATIS for C90 if no other controller is online, is KORD_ATIS. The secondary Voice ATIS will be KMDW_ATIS. If both of those airports have a voice ATIS currently active, it will be up to the C90 controller on whether to connect an ATIS for a C90 Class Delta airport, however it is not required to do so. The ATIS should also be recorded with the voice server as rw.liveatc.net. Sample voice ATIS templates can be found below.

1. O’Hare Airport Information (code), (time of wx observation) Zulu, (weather sequence – wind, vis,

precip/phenomena, clouds, temp, dewpoint, altimeter) 2. Arrivals expect vectors (choose one: ILS, Visual) Runway (#) approach 3. Departures expect runways (#, #, #) 4. Notices to Airmen: PIREP; Closures; Birds; Noise abatement, MU readings Wind shear; SIGMET; HIWAS;

Braking action; SWAP. 5. For Clearance Delivery contact (position name) on frequency (frequency) 6. VFR aircraft say direction of flight, aircraft type and requested altitude 7. Pilots readback all runway hold short and taxi instructions. 8. Advise on initial contact you have information (code).

NOTE 1- When ORD is landing converging runways or simultaneous approaches, place a message in the voice ATIS advising of converging operations to converging runways in use and/or that simultaneous approaches are in use. Also, when LAHSO operations are in effect, place an appropriate message in the voice ATIS.

NOTE2- Prior to broadcasting, review the pending ATIS to ensure accuracy and inform pilots via voice and text of the update information code being broadcast.

2.4 Hierarchy of Opening Positions

The following is the order in which positions will be opened/split in the event more than one controller is manning C90. All splits will be governed by the event parameters and may not occur as shown below.

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a.) Notes

(1) Must be opened first

(2) No hierarchy

(3) Cannot be used while running 4’s configuration.

(4) Cannot be used while running 22’s configuration.

2.5 Shelfs

CallSign Position Name Frequency Airspace Delegation Notes

CHI_Z_APP Center Final 119.000 C90 Combined 1

CHI_X_APP PLANO Feeder 135.070 South Feeder/W>Final 3

CHI_B_DEP East Departure 125.000 DEP combined + SATs 1

CHI_S_APP South Sat 1 128.200 South Sat combined 1

CHI_W_APP South Final 133.620 N/S Split/Z>North

CHI_J_APP KUBBS Feeder 126.700 North Feeder/Z>North Final 4

CHI_P_APP South Sat 2 119.350 South Sat Feeder/Final Split

CHI_M_DEP South Departure 126.620 N/S Dep Split/B>South Dep

CHI_E_APP OKK Feeder 118.920 SE Feeder/X>South West 2

CHI_F_APP North Final 124.650 Third Final (E/W Flow)

CHI_D_DEP North Departure 134.400 NW Dep/B>East Dep 2

CHI_L_APP South Sat 3 133.500 West Sat (ARR/DPA) 2

CHI_Y_APP FARMM Feeder 135.020 NW Feeder/J>North East 2

CHI_G_DEP West Departure 135.270 West Dep/D>North only 2

CHI_A_APP North Sat 120.550 North Sat (PWK/UGN) 2

CHI_U_APP South Sat 4 127.870 South Sat 4 split 2

CHI_N_DEP Loop Departure 118.270 South East Dep corridor 2

CHI_K_DEP Kane Departure 125.400 South West Dep corridor 2

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2.6 MKE Boxes

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CHAPTER 3: O’HARE APPROACH

3.1 O’Hare Approach Control Airspace

O’Hare Feeder controllers are delegated the following airspace as depicted below. Defined airspace for each of the Feeder controller’s configuration i s specific and detailed in the graphic for each arrival configuration.

C90 O’Hare Feeder Controller Airspace

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3.2 Feeder

a.) Feeder shall accept handoffs from ZAU and adjacent facilities for ORD arrivals, initiate handoffs to the appropriate Feeder or Final position, and be responsible for initial control and sequence of aircraft in the active descent area. Feeders may adjust speed, heading or altitude to ensure appropriate in-trail spacing and separation for Final Approach.

b.) Feeder is also responsible for coordinating with adjacent facilities and C90 positions regarding any

situation or condition that may impact ideal operation.

c.) Feeder should feed aircraft to another C90 controller on a published arrival or assigned heading, that will enter the receiving controller’s airspace. Accomplish communication transfer and radar handoff. The receiving controller has control of the aircraft on contact, not upon entering airspace, unless otherwise coordinated.

d.) Feeder may hand off aircraft to Final Approach on a downwind or base heading, or on a

published arrival within the depicted arrival airspace for the runway configuration. Accomplish communication transfer and radar handoff as soon as possible. Final has control on contact, not upon entering airspace, unless otherwise coordinated.

3.3 Final Approach

a.) Final Approach shall accept handoffs from Feeders, and/or adjacent facilities when appropriate, and provide approach clearances to their designated runways.

b.) Final Approach is also responsible for coordinating with ORD regarding any situation or condition that may impact ideal operation including missed approaches that will remain inbound on the localizer.

c.) Final Approach shall inform any aircraft when they exit and re-enter the Class Bravo airspace prior to handing the aircraft to Tower Local Control.

d.) When conducting simultaneous approaches to parallel runways, turns in the descent area should be no

greater than 210kts. e Final decent altitudes should be issued no later than when aircraft on downwind are

abeam ORD.

f C90 shall assume track of targets until dropping from radar.

3.4 Simultaneous Approaches

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O’Hare is authorized to conduct simultaneous independent approaches to parallel runways. When conducting simultaneous approaches controllers shall ensure the ATIS is broadcasting “Simultaneous approaches in use”. Aircraft should state they have the current ATIS upon initial contact; aircraft that do not check in with the current ATIS shall be advised by using the phraseology “Simultaneous Approaches in Use”.

Dual Parallel Approaches Dual simultaneous independent approaches may be conducted if “Dual parallel runway centerlines are at least 3,600 feet apart, or dual parallel runway centerlines are at least 3,000 feet apart with a 2.5 to 3.0 offset approach to either runway and the airport field elevation is 2,000 feet MSL or less”. This rule allows O’Hare to run parallel approaches. Triple Parallel Approaches Triple parallel approaches may be conducted under one of the following conditions: (a) Parallel runway centerlines are at least 3,900 feet apart and the airport field elevation is 2,000 feet MSL or less; or (b) Parallel runway centerlines are at least 3,000 feet apart, a 2.5 to 3.0 offset approach to both outside runways, and the airport field elevation is 2,000 feet MSL or less; or (c) Parallel runway centerlines are at least 3,000 feet apart, a single 2.5 to 3.0 offset approach to either outside runway while parallel approaches to the remaining two runways are separated by at least 3,900 feet, and the airport field elevation is 2,000 feet MSL or less. No Transgression Zone (NTZ) An NTZ at least 2,000 feet wide is established an equal distance between extended runway final approach courses and must be depicted on the monitor display. The primary responsibility for navigation on the final approach course rests with the pilot. Control instructions and information are issued only to ensure separation between aircraft and to prevent aircraft from penetrating the NTZ. Final Monitor The final monitor is used to prevent aircraft from crossing the NTZ while conducting simultaneous independent approaches. This gives O’Hare the ability to run independent approaches without having them staggered. The 7110.65 states “Dual parallel runway centerlines are at least 3,000 and no more than 4,300 feet apart require a final monitor”. In the real world dual and simultaneous approaches require a final monitor which is another position primed on the O’Hare tower frequency for each runway with the ability to override if needed. For the purposes of VATSIM this position is not needed and will be the responsibility of the final controller. 3.5 Dual Simultaneous ILS Approaches

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Simultaneous ILS Approach procedures are to be utilized when approaches are being conducted on two or more parallel runways.

a.) For two runways, traffic vectored for the low side (28R/C, 22L, 4L) shall be at 4,000

feet when joining the localizer at least 2 miles outside the approach gate. Traffic vectored for the high side (27L, 22R, 4R) shall be at or above 5,000 feet at least 2 miles outside the approach gate.

b.) Traffic from the High and Wide Stream (SHAIN and WATSN STARs) will always be

vectored for the high side when utilizing dual Simultaneous approaches.

c.) In the event an aircraft has to be pulled off the final for any reason, attempt to obtain visual separation between that aircraft and cancel the approach clearance. Assign the aircraft 3,000 feet, or if above, an altitude that ensures separation and does not conflict with downwind traffic. Coordinate with the appropriate controller for altitude, heading and speed with that aircraft. Point out the aircraft to any effected TRACON control position.

d.) Aircraft must be established on final and instructed to contact the appropriate local control frequency prior to the Capture Points but no further out than 25 NM final.

3.6 Triple Simultaneous ILS Approaches

Simultaneous ILS Approach procedures are to be utilized when approaches are being conducted to three parallel runways, and capture points will be utilized.

a.) Traffic vectored for the low side (North) shall be at 4,000 feet prior to 2NM from the approach gate.

Traffic vectored for the middle side (South) must be established on final at 5,000 feet, at the defined capture points. Traffic on the hide side (Middle) shall be AOA 6,000 feet prior to 2NM from the approach gate. Aircraft must be level at the intercept altitude prior to 2NM from the approach gate if traffic is inbound on the parallel runway final approach course.

b.) Traffic vectored for the Central localizer shall cross WASCO (9R) or GRABL (27L) at 7,000 feet, unless

otherwise coordinated. c.) In the event an aircraft has to be pulled off the final of the central localizer runway

for any reason, attempt to obtain visual separation between that aircraft and cancel the approach clearance. Instruct the aircraft to climb and maintain 4,000 feet and track the localizer, or issue the localizer heading if unable to track. Coordinate with the appropriate departure controller and initiate a handoff if necessary.

. d.) Traffic vectored for Triple Simultaneous approaches shall be conducted at ORD utilizing

only and east or west flow runway configuration. Aircraft should normally be established on final outside the defined capture point

e.) Aircraft must be instructed to contact the appropriate local control frequency prior to the Capture Points but

no further out than 25 NM final.

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East Flow Capture Points (the point at which aircraft may join/capture the localizer)

Arrival Runway Turn On Altitude Capture Point

9L 4,000 5,000 FIX

9R AOA 7,000 7,000 FIX

10C 5,000 6,000 FIX

West Flow Capture Points (the point at which aircraft may join/capture the localizer)

Arrival Runway Turn On Altitude Capture Point

27R 4,000 6,000 FIX

27L AOA 7,000 7,000 FIX

28C 5,000 6,000 FIX

Traffic may be turned onto final inside the Capture Point if no parallel traffic exists and prior coordination is affected.

3.7 PRM Approaches (East Flow)

a.) Runways 10C and 10R are only separated by 3,100 feet which requires PRM approaches and an offset localizer.

3.8 Dual Parallel Visual Approaches

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Weather requirements must be a ceiling of 4,500 feet or higher, and visibility of 10 miles or greater for use as the primary approach procedure.

a.) Traffic vectored for the low side shall be issued, and have acknowledged, a visual

approach clearance prior to 3NM of the high side localizer unless visual or vertical separation is being applied with parallel runway traffic.

b.) Traffic vectored for the high side shall not be descended below 5,000 feet until

established on the localizer or cleared for a visual approach. With coordination the high side may run visual approaches and the low side may run ILS approaches.

3.9 Triple Parallel Visual Approaches

Triple Parallel Visual Approaches are not operated at O’Hare. Up to two parallel runways, the outboard runways, may be utilized for visual approaches while a third, the center runway, must be primarily an ILS approach.

a.) The one exception to having three runways operating visual approaches constitutes

that the Center final shall primarily conduct ILS approaches. Individual aircraft, however, may be cleared for a visual approach to the center runway provided the pilot is instructed to fly the localizer.

b.) When visual approaches are being conducted to one runway and ILS approaches are

being conducted to two runways, weather must be a ceiling of 4,500 feet or higher, and visibility 10 miles or greater for use as the primary approach procedure.

c.) When visual approaches are being conducted to two runways and ILS approaches are

being conducted to one runway, weather must be a ceiling of 5,500 feet or higher, and visibility 10 miles or greater for use as the primary approach procedure.

3.10 Fix Pronunciations

As much as possible fix names are designed to be pronounceable. The following is a list of frequently used fixes in the airspace and their pronunciations:

ACITO AH-SEE-TOE BACEN BACON BUGSE BUG-ZEE CHSTR CHESTER CMSKY COMISKY DUFEE DUFFY EARND EARNED GRABL GRAY-BULL HZLET HAYSLETT LEWKE LOU- KEY MOBLE MOW-BULL

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3.11 West Flow Three Runway Configuration

a.) Feeder airspace

ORD West Flow Three Runway Operation

RED=FINAL BLUE=FEEDER

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b.) Final Airspace

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3.12 West Flow Two Runway Configuration

a.) Feeder Airspace

ORD West Flow Two Runway Operation


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b.) Final Airspace

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3.13 East Flow Three Runway Configuration

a.) Feeder Airspace

ORD East Flow Three Runway Operation


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b.) Final Airspace

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3.14 East Flow Two Runway Configuration

a.) Feeder Airspace

ORD East Flow Two Runway Operation


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b.) Final Airspace

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3.15 4’s A pair Runway Configuration

ORD 4R only Traffic Flows


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3.16 4s Parallel configuration

ORD 4R/L A Pair/Single/Parallel visual/ILS/LOC Traffic Flows


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3.17. 22’s Parallel configuration

ORD 22s A Pair/Single/Parallel visual/ILS/LOC Traffic Flows


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CHAPTER 4: DEPARTURE

4.1 General Operational Procedures

O’Hare Departure is delegated the airspace depicted below, with the exception of airspace delegated to O’Hare Tower and is exclusive of Feeder, Final, South Satellite, and North Satellite airspace as defined in this document.

ORD Departure Delegated Airspace

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a.) Departure shall be responsible to ensure 3 miles of lateral or diverging separation from aircraft that have departed ORD airport, on Tower assigned headings, that will parallel the active arrival descent area. Departure control shall ensure 1.5NM lateral separation from the active arrival descent area, where the Tower assigned heading does not parallel the descent area.

b.) After radar identification of an ORD departure, Departure Control shall assume control for altitude

and unless otherwise permitted, not alter the assigned heading prior to leaving ORD Tower airspace. c.) Departure traffic shall be climbed under arrival delegated airspace if arrival traffic exists 6,000 ft shall be

assigned until aircraft can be climbed higher.

d.) The use of 6,000 ft outside the active arrival descent area is to be used by Departure Control for the shuttling of traffic. The use of 6,000 ft is not intended as a blanket altitude and should only be used when needed for safety and traffic. Excessive use of 6,000 ft is discouraged as it creates a burden on approach and departure to issue mandatory merging traffic advisories.

e.) Unless the speed restriction is included in the Departure Procedure, the position issuing a climb clearance

to 10,000 ft or above to a jet aircraft is responsible to issue the speed assignment. 4.2 West Departure (220-319) (250-319 when Kane is open)

West Departure shall work MZV, SIMMON,, PLL, MYKIE, OLINN, NOONY, remaining clear of the active final approach and feeder airspace.

4.3 North Departure (320-039)

North Departure shall work BAE, PETTY, RAYNR, and PMPKN remaining clear of the active final approach and feeder airspace.

4.4 East Departure (040-139)

West Departure shall work EBAKE, DUFEE, ELX, a n d MOBLE, remaining clear of the active runway final approach courses.

4.5 Loop Departure (B)

Remain north of an east/west line through HOBEL) (North of an east/west line through MDW by the ORD 20NM when MDW 22L configuration)

Loop Departure shall work LEWKE and GIJ departures, remaining clear of the active final approach and feeder airspace.

4.6 South Departure (140-219)

South Departure shall work ACITO, BACEN, CMSKY, DENNT, EARND, RBS and EON remaining clear of the active runway final approach courses and crossing the 270 bearing of MDW at or above 5,000 ft southbound

4.7 Kane Departure (A) (220-249)

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Kane Departure shall work IOW and PEKUE departures, remaining clear of the active final approach and feeder airspace.

4.8 Splits

Chicago Departure is designed to be split as shown below. Kane and Loop departures serve mainly to accommodate Midway departures but shall normally be combined with West and East respectively.

4.9 Radar Hand Offs

Aircraft shall be tagged once airborne, vSTARs users are encouraged to use auto track, targets will be tagged within 1 mile of the departure end. Automatic handoffs to center should be accomplished as early as possible; aircraft should be handed off no later than 10,000’.

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CHAPTER 5: NORTH SATELLITE

5.1 General Procedures

The following are the general procedures and duties for north satellite within the Chicago TRACON: Provide radar services, information, and control instructions to all satellite aircraft within north satellite (NSAT) airspace.

5.2 Operational Procedures

North Satellite is delegated the airspace depicted below.

North Satellite (NSAT) Delegated Airspace

a.) North Satellite shall ensure 1.5NM lateral or standard IFR/VFR vertical separation as appropriate from the O’Hare descent area in use.

b.) Traffic inbound to North Satellite from Sector 3 must be vectored outside the ORD 20NM range mark at 4,000 ft.,

and outside the ORD 30NM range mark when O’Hare is on East Flow parallel/simultaneous approaches. Traffic inbound to Sector 3 from North Satellite shall be vectored outside the ORD 15NM range mark at 3,000 ft.

c.) Traffic inbound to North Satellite from Sector 4 must be vectored outside the ORD 15NM range mark at 3,000 ft. and established on a 360 track. Traffic inbound to Sector 4 from North Satellite must be vectored outside the ORD 20NM range mark at 4,000 ft. and outside the 30NM range mark when O’Hare is on West Flow, established on a 180 track.

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5.3 Chicago Executive Airport Special Procedures

When a PWK IFR departure requires runway 16, the Chicago TRACON shall advise ORD Tower of the aircraft prior to releasing the departure. Chicago Executive arrivals requesting a circling approach under IFR shall advise ORD Tower of the aircraft.

5.4 North Satellite Class Delta Arrival Runway Configurations

PWK – Chicago Executive Airport

Direction 010-040 050-250 260-000

Winds <5kts 34 16

30,34

Direction 010-060 070-250 260-000

Winds 6-19kts 34 16

30,34

Direction 070-250 260-060

Winds >20kts 16 34

UGN – Waukegan Regional Airport

Direction 140-320 330-130

Winds <5kts 23 5

Direction 150-320 330-140

Winds 6-19kts 23 5

Direction 150-320 330-140

Winds >20kts 23 5


PWK_TWR Executive Tower 119.900 PWK_119.900

PWK_GND Executive Ground 121.700 PWK_121.700

KPWK_ATIS Executive ATIS 124.200

UGN_TWR Waukegan Tower 120.050 UGN_120.050

UGN_GND Waukegan Ground 121.650 UGN_121.650

KUGN_ATIS Waukegan ATIS 132.400

Chicago ARTCC Chicago TRACON (C90) Standard Operating Procedures

CHAPTER 6: SOUTH SATELLITE

6.1 General Procedures

The following are the general procedures and duties of a south satellite controller within the Chicago C90 TRACON: Provide radar services, information, and control instructions to all satellite aircraft within south satellite (SSAT) airspace and perform strip marking duties (VRC Users only).

6.2 Operational Procedures

South Satellite is delegated the airspace depicted below.

NOTE – The numbers on each diagram represent the ceiling of South Satellite airspace in a given area.

South Satellite (SSAT) Delegated Airspace (ORD West Flow)

a.) South Satellite airspace Not Utilizing MDW 13C

Vertical limits are depicted below.


a.) South Satellite airspace Utilizing MDW 13C



South Satellite (SSAT) Delegated Airspace (ORD East Flow)

b.) South Satellite airspace Not Utilizing MDW 13C



b.) South Satellite airspace Utilizing MDW 13C



South Satellite (SSAT) Delegated Airspace (ORD 22s A Pair)

a.) South Satellite Sector Boundaries Not Utilizing MDW 13C



b.) South Satellite Sector Boundaries Utilizing MDW 13C



South Satellite (SSAT) Delegated Airspace (ORD 4s A Pair)


South Satellite (SSAT) Delegated Airspace (ORD 4R Only)


South Satellite Sector Boundaries

MDW 31C Configuration

a.) Sector 3 acts as satellite approach for ARR/DPA.

b.) Sector 1 acts as final approach for runway 31R, 31C, 31L

c.) Sector 2 acts as feeder approach for sector 1.

d.) Sector 4 acts as feeder approach for sector 1. e.) Sectors 3 and 4 act as Midway Departure.


MDW 4R Configuration


b.) Sector 2 acts as final approach for runways 4R, 4L




MDW 13C Configuration


b.) Sector 2 acts as final approach for runways 13L, 13C, 13R.




MDW 22L Configuration


b.) Sector 4 acts as final approach for runways 22L, 22R.



6.3 Midway Parallel 31s/13s

Due to runway centerline distances and other restrictions on the use of MDW runways 31L/13R, Chicago Approach Control shall not issue any approach clearance to runway 31L or 13R. This will not preclude the use of this runway by Midway Tower with aircraft that are on IFR approach clearances.


6.4 Midway Approach

Midway ATCT is a LRAC facility and contains a radar position within the tower used for sequencing VFR arrivals and departures. Midway Approach is not considered a C90 TRACON position

a.) Midway Approach shall use 119.45 as the primary frequency.

b.) When Midway Approach Control is combined at Local Control, 135.200 will be used as the primary frequency.

c.) When combined on 135.200, Midway Tower shall assume midway approaches airspace.


6.5

South Satellite Class

Charlie/Delta Arrival Runway Configurations

ARR – Aurora Municipal Airport

Direction 050-090 100-130 140-320 330-040

Winds <5kts 9 9,15 27

27,33

Direction 010-110 120-170 180-290 300-000

Winds 6-19kts 9 9,15 27

27,33

Direction 050-130 140-220 230-320 330-040

Winds >20kts 9 15 27 33

DPA – DuPage Airport

Direction 050-130 140-320 330-040

Winds <5kts 10,2L,2R

28,20L,20R 28,2L,2R

Direction 000-060 070-110 120-170 180-230 240-290 300-350

Winds 6-19kts 2L,2R 10,2L,2R

10,20L,20R 20L,20R

28,20L,20R 28,2L,2R

Direction 050-130 140-260 270-320 330-040

Winds >20kts 10

20R 28 2L

GYY – Gary/Chicago International Airport

Direction 050-200 210-040

Winds <5kts 12 30

Direction 040-200 200-030

Winds 6-19kts 12 30

Direction 040-200 210-030

Winds >20kts 12 30


ARR_TWR Aurora Tower 120.600 ARR_120.600

ARR_GND Aurora Ground 121.700 ARR_121.700

KARR_ATIS Aurora ATIS 125.850

DPA_TWR Dupage Tower 120.900 ARR_120.900

DPA_GND Dupage Ground 121.800 ARR_121.800

KDPA_ATIS Dupage ATIS 132.075

GYY_TWR Gary Tower 125.600 GYY_125.600

GYY_GND Gary Ground 121.900 GYY_121.900

KGYY_ATIS Gary ATIS 134.570 GYY_134.570


CHAPTER 7: SPECIAL PROCEDURES

Chapter 6: Special Procedure 7.1 Uncontrolled Satellite Airport Instrument Approach Procedures

The following procedures shall be applied when an approach procedure to an uncontrolled airport originates in one sector’s airspace and the destination airport is in another controller’s airspace.

a.) The initiating controller shall coordinate with the receiving controller to determine

whether a communication handoff is necessary. The receiving controller will be the one to determine whether such handoff is necessary. The initiating controller will commence a point out of the aircraft to the receiving controller.

b.) If the receiving controller accepts the point out, the initiating controller shall issue as part

of the cancellation procedure to report cancellation on the receiving controller’s frequency. Even though no communication transfer has been made it is the responsibility of the receiving controller to ensure the cancellation of IFR by the aircraft.

7.2 Uncontrolled Satellite Airport Instrument Approach Restrictions

Whether the aircraft will transfer from one sector to another, it is the responsibility of the initiating controller to ensure the aircraft does not breach the vertical or lateral limits of the satellite airspace while flying the approach procedure.

a.) If the pilot is unable to abide by the following restrictions, coordination with the affected

position may be made based on controller workload.

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CHAPTER 8: POSITION RELIEF

8.1 Relief Restrictions

Critically dependent positions must not be simultaneously relieved. In this case, a second position may not be relieved until after the first is complete and transfer of control has been confirmed.

8.2 Relief Procedures

These procedures shall apply at all positions utilizing radio capabilities, acting in handoff duties for radio positions or working in the split mode for a radio position.

a.) The relieving controller shall observe the position for a period of time including the operational

situation and listening to voice communications. The relieving controller shall indicate when he/she is ready to be briefed on the position being relieved. The relieving controller may ask any questions necessary to ensure a complete understanding of the operational situation after the verbal briefing is complete.

b.) The controller being relieved shall commence the verbal briefing at the request of the

relieving controller. The relief checklist should be followed by the active controller. Any abnormal traffic should be pointed out to the relieving controller. After the checklist has been completed and all questions have been answered, the active controller may release the position. The now-inactive-controller shall remain on the frequency for a period of time to ensure the position has been successfully transferred.

c.) At the point in which the transfer is complete, the relieving controller, now-active-controller

shall make a statement or otherwise indicate to the now-inactive-controller that position responsibility has been assumed.

d.) When both parties agree that the relieving controller has assumed responsibility, they must

end coordination communication with their operating initials.

8.3 Relief Checklist Order

When transferring a position to a relieving controller, the following items shall be communicated verbally as part of this checklist and in the following order:

1). Runway Configuration at all noteworthy airports 2). Approach procedures in use at all noteworthy airports 3). Weather conditions, including PIREPs 4). Special activities including Emergencies, abnormal traffic 5). Current ZAU, C90, and ATCT positions online and splits, if applicable 6). Current traffic, headings, altitudes, speeds, point-outs, spacing requirements, coordination agreements, status of traffic.

order 7110 - chicago artcc · a.) c90 is considered a major tracon and requires a major...

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