Chicago TRACON (C90) Standard Operating Procedures ORDER K CHICAGO TRACON C90 SOP 1/10/2019

Transcription

1 ORDER K 1 - PURPOSE CHICAGO TRACON C90 SOP 1/10/2019 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 DISTRIBUTION This Document shall be distributed to all members of ZAU ARTCC 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 Jackson Gilliam Chris Hadden Air Traffic Manager Deputy Air Traffic Manager Training Administrator Chicago ARTCC Chicago ARTCC Chicago ARTCC 1

2 REVISION LOG DATE REVISION EDITOR 11/1/18 INITIAL WRITE VINCE ACRES 1/10/18 FINAL EDIT & SUBMISSION CHRIS HADDEN 1/10/18 APPROVAL & RELEASE MATTHEW CAMPBELL JACKSON GILLIAM CHRIS HADDEN 2

3 1.4 Contents 1: General..4 2: O Hare Approach : Departure : North Satellite : South Satellite : Special Procedures.45 7: Position Relief..46 REST OF PAGE INTENTIONALLY LEFT BLANK 3

4 Chapter 1: General 1.1 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. 4

5 1.2 Certification Requirements a.) C90 is considered a major TRACON and requires a major endorsement. Controllers must hold a rating of S3 or above. 1.3 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 ARTS ID Voice Channel CHI_Z_APP Central Final Z/Z C90_ CHI_W_APP South Final W/W C90_ CHI_F_APP North Final F/F C90_ CHI_Y_APP FRAMM Feeder Y/Y C90_ CHI_J_APP KUBBS Feeder J/J C90_ CHI_E_APP OKK Feeder E/E C90_ CHI_X_APP Plano Feeder X/X C90_ CHI_B_DEP East Departure B/B C90_ CHI_D_DEP North Departure D/D C90_ CHI_M_DEP South Departure M/M C90_ CHI_G_DEP West Departure G/G C90_ CHI_K_DEP Kane Departure K/K C90_ CHI_N_DEP Loop Departure N/N C90_ CHI_A_APP North Satellite A/A C90_ CHI_S_APP South Sat S/S C90_ CHI_P_APP South Sat P/P C90_ CHI_L_APP South Sat L/L C90_ CHI_U_APP South Sat U/U C90_

6 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. 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 c.) Voice ATIS. At Class D airports located within C90, Local Control shall be responsible for keeping an updated voice 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. 6

7 1.4 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. CallSign Position Name Frequency Airspace Delegation Notes CHI_Z_APP Central Final C90 Combined 1 CHI_W_APP South Final N/S Split/Z>North CHI_S_APP South Sat South Sat combined 1 CHI_B_DEP East Departure DEP combined + SATs 1 CHI_X_APP PLANO Feeder South Feeder/W>Final 3 CHI_J_APP KUBBS Feeder North Feeder/Z>North Final 4 CHI_P_APP South Sat South Sat Feeder/Final Split CHI_M_DEP South Departure N/S Dep Split/B>South Dep CHI_E_APP OKK Feeder SE Feeder/X>South West 2 CHI_F_APP North Final Third Final (E/W Flow) CHI_D_DEP North Departure NW Dep/B>East Dep 2 CHI_L_APP South Sat West Sat (ARR/DPA) 2 CHI_Y_APP FARMM Feeder NW Feeder/J>North East 2 CHI_G_DEP West Departure West Dep/D>North only 2 CHI_A_APP North Sat North Sat (PWK/UGN) 2 CHI_U_APP South Sat South Sat 4 split 2 CHI_N_DEP Loop Departure South East Dep corridor 2 CHI_K_DEP Kane Departure South West Dep corridor 2 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. 7

8 1.5 Shelfs 8

9 1.6 MKE Boxes 9

10 Chapter 2: O Hare Approach 2.1 O Hare Approach Control Airspace Chicago TRACON Feeder controllers are delegated the following airspace as depicted below. Defined airspace for each of the Feeder controllers is configuration specific and detailed in the graphic for each arrival configuration. C90 O Hare Feeder Controller Airspace 10

11 2.2 Feeder a.) b.) c.) d.) 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. Feeder is also responsible for coordinating with adjacent facilities and C90 positions regarding any situation or condition that may impact ideal operation. 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. 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. 2.3 Final Approach a.) b.) c.) d.) e.) f.) Final Approach shall accept handoffs from Feeders, and/or adjacent facilities when appropriate, and provide approach clearances to their designated runways. 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. 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. When conducting simultaneous approaches to parallel runways, turns in the descent area should be no greater than 210kts. Final decent altitudes should be issued no later than when aircraft on downwind are abeam ORD. C90 shall assume track of targets until dropping from radar. 11

12 2.4 Simultaneous Approaches 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 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. 12

13 2.5 Dual Simultaneous ILS Approaches 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.) c.) d.) Traffic from the High and Wide Stream (SHAIN and WATSN STARs) will always be vectored for the high side when utilizing dual Simultaneous approaches. 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. 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. 2.6 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.) b.) c.) d.) e.) 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. Traffic vectored for the Central localizer shall cross WASCO (9R) or GRABL (27L) at 7,000 feet, unless otherwise coordinated. 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. 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 Aircraft must be instructed to contact the appropriate local control frequency prior to the Capture Points but no further out than 25 NM final. 13

14 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. 2.7 PRM Approaches (East Flow) a.) Runways 10C and 10R are only separated by 3,100 feet which requires PRM approaches and an offset localizer. 14

15 2.8 Dual Parallel Visual Approaches 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.) b.) 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. 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. 2.9 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.) b.) c.) 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. 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. 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 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 BACEN BUGSE CHSTR CMSKY DUFEE EARND GRABL HZLET LEWKE MOBLE AH-SEE-TOE BACON BUG-ZEE CHESTER COMISKY DUFFY EARNED GRAY-BULL HAYSLETT LOU- KEY MOW-BULL 15

16 2.10 West Flow Three Runway Configuration a.) Feeder airspace ORD West Flow Three Runway Operation RED=FINAL BLUE=FEEDER 16

17 b.) Final Airspace 17

18 2.11 West Flow Two Runway Configuration a.) Feed Airspace ORD West Flow Two Runway Operation RED=FINAL BLUE=FEEDER 18

19 b.) Final Airspace 19

20 2.12 East Flow Three Runway Configuration a.) Feeder Airspace ORD East Flow Three Runway Operation RED=FINAL BLUE=FEEDER 20

21 b.) Final Airspace 21

22 2.13 East Flow Two Runway Configuration a.) Feeder Airspace ORD East Flow Two Runway Operation RED=FINAL BLUE=FEEDER 22

23 b.) Final Airspace 23

24 s A pair Runway Configuration ORD 4R only Traffic Flows RED=FINAL BLUE=FEEDER 24

25 2.15 4s a pair configuration. ORD 4R/L A Pair/Single/Parallel visual/ils/loc Traffic Flows RED=FINAL BLUE=FEEDER 25

26 s a pair configuration. ORD 22s A Pair/Single/Parallel visual/ils/loc Traffic Flows RED=FINAL BLUE=FEEDER 26

27 2.17. Scratchpad Entries a.) All O Hare feeder positions shall enter the applicable scratchpad into the aircraft s FDB. b.) All aircraft entering the final approach airspace have a scratchpad entry to indicate the runway and approach assigned. c.) Scratchpad s should be entered with the letter of the approach type, and the last number of the runway, and designated runway side. (L/C/R) V VISUAL V8R G RNAV Y (GPS) G4L L LOC L2R I ILS I8R R RNAV Z (RNP) R7L P PRM P0C Practice Approaches a.) The 2 nd Scratchpad must be used when entering approach types. b.) When conducting practice approaches, the 2 nd scratchpad entries must be used to indicate the type of approach being flown. Chapter 3: Departure 3.1 General Operational Procedures ORD Departure is delegated the airspace depicted below, with the exception of airspace delegated to ORD Tower and is exclusive of Feeder, Final, South Satellite, and North Satellite airspace as defined in this document. ORD Departure Delegated Airspace 27

28 a.) b.) c.) d.) e.) f.) Departure control is delegated all airspace that is exclusive of Feeder, Final, South Satellite, and North Satellite airspace as defined in this order. Adjoining boundaries: Feeder and Departure boundaries are uncommon boundaries. Dashed line (A) illustrates the boundary between WEST and KANE Departure. Dashed lines (B) illustrates the north boundary of the South Satellite climb corridors. The EAST/LOOP sector boundary is coincident with the CRIBB/SWEET boundary with ZAU east departure corridor. Approach Control 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. 28

29 g.) 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. h.) i.) j.) 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. 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. 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. 3.2 West Departure ( ) ( when Kane is open) West Departure shall work MZV, SIMMON,, PLL, MYKIE, OLINN, NOONY, remaining clear of the active final approach and feeder airspace. 3.3 North Departure ( ) North Departure shall work BAE, PETTY, RAYNR, and PMPKN remaining clear of the active final approach and feeder airspace. 3.4 East Departure ( ) West Departure shall work EBAKE, DUFEE, ELX, and MOBLE, remaining clear of the active runway final approach courses. 3.5 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. 3.6 South Departure ( ) 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 3.7 Kane Departure (A) ( ) Kane Departure shall work IOW and PEKUE departures, remaining clear of the active final approach and feeder airspace. 29

30 3.8 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. 3.9 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 by 10,

31 Chapter 4: North Satellite 4.1 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. 4.2 Operational Procedures North Satellite is delegated the airspace depicted below. North Satellite (NSAT) Delegated Airspace a.) b.) c.) North Satellite shall ensure 1.5NM lateral or standard IFR/VFR vertical separation as appropriate from the O Hare descent area in use. 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. 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 31

32 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. d.) North Satellite will handle all departures out of its controlled fields up to the top altitude, which then, the aircraft must be handed off to a Chicago Departure. 4.3 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. CallSign Position Name Frequency Voice Channel PWK_TWR Executive Tower PWK_ PWK_GND Executive Ground PWK_ KPWK_ATIS Executive ATIS UGN_TWR Waukegan Tower UGN_ UGN_GND Waukegan Ground UGN_ KUGN_ATIS Waukegan ATIS North Satellite Class Delta Arrival Runway Configurations PWK Chicago Executive Airport Direction Winds <5kts ,34 Direction Winds 6-19kts ,34 Direction Winds >20kts UGN Waukegan Regional Airport Direction Winds <5kts 23 5 Direction Winds 6-19kts 23 5 Direction Winds >20kts

33 Chapter 5: South Satellite 5.1 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). a.) South Satellite will handle all departures out of its controlled fields up to the top altitude, which then, the aircraft must be handed off to a Chicago Departure. 5.2 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. a.) South Satellite airspace Not Utilizing MDW 13C South Satellite (SSAT) Delegated Airspace (ORD West Flow) Vertical limits are depicted below. (ORDW DESCENT AREA IN USE) 33

34 b.) South Satellite airspace Utilizing MDW 13C Vertical limits are depicted below. (ORDW) 34

35 South Satellite (SSAT) Delegated Airspace (ORD East Flow) c.) South Satellite airspace Not Utilizing MDW 13C Vertical limits are depicted below. (ORDE, DESCENT AREA IN USE) 35

36 d.) South Satellite airspace Utilizing MDW 13C Vertical limits are depicted below. (ORDE) 36

37 South Satellite (SSAT) Delegated Airspace (ORD 22s A Pair) a.) South Satellite Sector Boundaries Not Utilizing MDW 13C Vertical limits are depicted below. (ORD 22s DESCENT AREA IN USE) 37

38 b.) South Satellite Sector Boundaries Utilizing MDW 13C Vertical limits are depicted below. (ORD 22s DESCENT AREA IN USE) 38

39 South Satellite (SSAT) Delegated Airspace (ORD 4s A Pair) a.) South Satellite Sector Boundaries Utilizing MDW 13C Vertical limits are depicted below. (ORD 4s DESCENT AREA IN USE) 39

40 South Satellite (SSAT) Delegated Airspace (ORD 4R Only) a.) South Satellite Sector Boundaries Not Utilizing MDW 13C Vertical limits are depicted below. (ORD 4R DESCENT AREA IN USE) 40

41 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. 41

42 MDW 4R Configuration a.) Sector 3 acts as satellite approach for ARR/DPA. b.) Sector 2 acts as final approach for runways 4R, 4L c.) Sector 1 acts as feeder approach for sector 2. d.) Sector 4 acts as feeder approach for sector 2. e.) Sectors 3 and 4 act as Midway Departure. 42

43 MDW 13C Configuration a.) Sector 3 acts as satellite approach for ARR/DPA. b.) Sector 2 acts as final approach for runways 13L, 13C, 13R. c.) Sector 1 acts as feeder approach for sector 2. d.) Sector 4 acts as feeder approach for sector 2. e.) Sectors 1 and 4 act as Midway Departure. 43

44 MDW 22L Configuration a.) Sector 3 acts as satellite approach for ARR/DPA. b.) Sector 4 acts as final approach for runways 22L, 22R. c.) Sector 2 acts as feeder approach for sector 4. d.) Sector 4 acts as feeder approach for sector 2. e.) Sectors 2 and 3 act as Midway Departure. 44

45 6-5. 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. CallSign Position Name Frequency Voice Channel ARR_TWR Aurora Tower ARR_ ARR_GND Aurora Ground ARR_ KARR_ATIS Aurora ATIS DPA_TWR Dupage Tower ARR_ DPA_GND Dupage Ground ARR_ KDPA_ATIS Dupage ATIS GYY_TWR Gary Tower GYY_ GYY_GND Gary Ground GYY_ KGYY_ATIS Gary ATIS GYY_ South Satellite Class Charlie/Delta Arrival Runway Configurations ARR Aurora Municipal Airport Direction Winds <5kts 9 9, ,33 Direction Winds 6-19kts 9 9, ,33 Direction Winds >20kts DPA DuPage Airport Direction Winds <5kts 10,2L,2R 28,20L,20R 28,2L,2R Direction Winds 6-19kts 2L,2R 10,2L,2R 10,20L,20R 20L,20R 28,20L,20R 28,2L,2R Direction Winds >20kts 10 20R 28 2L GYY Gary/Chicago International Airport Direction Winds <5kts Direction Winds 6-19kts Direction Winds >20kts

46 + Chapter 6: Special Procedures 6.1 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.) b.) 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. 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. 6.2 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. REST OF PAGE INTENTIONALLY LEFT BLANK 46

47 Chapter 7: Position Relief 7.1 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. 7.2 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 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. 47