CHICAGO TRACON (C90) O HARE INTERNATIONAL AIRPORT MIDWAY INTERNATIONAL AIRPORT SATELLITE AIRFIELDS STANDARD OPERATING PROCEDURES

vzau Chicago ARTCC 1 CHICAGO TRACON (C90) -- -- -- -- -- O HARE INTERNATIONAL AIRPORT MIDWAY INTERNATIONAL AIRPORT SATELLITE AIRFIELDS STANDARD OPERATING PROCEDURES EFFECTIVE AS OF JANUARY 1, 2016 VIRTUAL CHICAGO AIR ROUTE TRAFFIC CONTROL CENTER VIRTUAL AIR TRAFFIC SIMULATION NETWORK

vzau Chicago ARTCC 2 This handbook prescribes air traffic control operating procedures for use by Chicago TRACON controllers involved in providing air traffic control services. Chicago TRACON controllers are required to be familiar with the provisions of this handbook that pertain to their operational responsibilities and to exercise their best judgment if they encounter situations not covered by this directive. These procedures and the information within this document are designed for and specifically for use in a virtual controlling environment and should not be used nor referenced for live operations in the National Airspace System. These procedures outlined in this document outline how the positions are to be operated and will be the basis for performance evaluations, training and certification. Signed, Mathew Magera Air Traffic Manager vzau Chicago ARTCC Andrew Sangster Deputy Air Traffic Manager vzau Chicago ARTCC Dhruv Kalra Training Administrator vzau Chicago ARTCC

vzau Chicago ARTCC 3 Record of Changes Change Description Effective Date 2014.1 Document is first published 1/1/15 2015.2 Document is presented second time for public evaluation 3/1/15 2015.3 Document is reviewed by senior staff 5/12/15 2015.4 9-1 Added Chapter to define terms 1/1/16 2015.5 Deleted any strikeouts from previous edit 1/1/16 2015.6 3-2 - Added disclaimer of the use of runway 28L/10R 1/1/16 2015.7 2-2 Removed the M from the South Departure callsign 1/1/16 to be replaced with S, also in subsequent uses of the callsign in the document. 2015.8 Removed any use of runway 32R/14L as the runway is 1/1/16 permanently closed. Changed 14s A Pair flow to 14R only. 2015.9 3-3 was misnamed in chapter 4 and 5 and was renamed 4-3 and 5-3 in their separate cases. All further sections in each chapter were amended to reflect the change. 1/1/16

vzau Chicago ARTCC 4 Contents Paragraph Topic Page Chapter 1. General information 5 Chapter 2. Positions of Operation 6 Chapter 3. O Hare Approach Control 9 Chapter 4. O Hare Departure Control 30 Chapter 5. North Satellite Control 33 Chapter 6. South Satellite Control 35 Chapter 7. Special Procedures 42 Chapter 8. Position Relief 43 Chapter 9. Glossary of Terms 44

vzau Chicago ARTCC 5 Chapter 1. General Information 1-1. Purpose of this Document This directive prescribes air traffic control procedures and position responsibilities for use by controllers providing air traffic control services and traffic management functions at the Chicago TRACON. The provisions of this directive are supplemental to procedures and phraseology prescribed in FAA JO 7110.65. All controllers working the Chicago TRACON are required to be familiar with and apply the provisions prescribed in this directive, other related facility directives and current Letters of Agreement with the Chicago TRACON. 1-2. Audience All vzau Chicago ARTCC members and visiting controllers certified or working toward certification to provide ATC services on a C90 TRACON position. 1-3. Software Utilization vzau has standardized on the Virtual Radar Client (VRC), vstars, and the Euroscope software as its operating software of choice. Any references to software in this and other facility documents are written with this software in mind. 1-4. Global Ratings All positions of operation outlined within this document shall be staffed in compliance with VATSIM Global Ratings Policy (GRP). The Chicago TRACON is designated by the GRP as a MAJOR facility, and all controllers staffing any C90 positions shall either possess or be in training (certified to be monitored) for the appropriate rating and/or facility endorsements. 1-5. Emergencies Controllers shall reference the VATSIM Code of Conduct and Code of Regulations policies regarding emergencies at all times, and have the right to request the termination of an emergency should it interfere with operations. Non-compliant pilots should be referred to a VATSIM Supervisor by utilizing the.wallop command on the radar client software. 1-6. Updates This SOP is to be reviewed and, if necessary, updated every six months to remain as current as possible. Senior Staff will convene during the months of June and December to release any necessary updates effective each July and January.

vzau Chicago ARTCC 6 Chapter 2. Positions of Operation 2-1. General O Hare International Airport is vzau s primary Class Bravo airport, and the only GRP-designated Major facility within the ARTCC. 2-1.1. Controllers staffing TRACON positions in C90 shall hold at least an Approach Controller (S3) rating, along with an Chicago C90 TRACON major endorsement, or shall be in training for such. 2-2. Communications The following are the TRACON positions that require duty familiarization and the transfer of position responsibility. The name of the position, the frequency, the online callsign, and the voice channel are as follows: Position Name Frequency Callsign FARMM Feeder 135.020 CHI_Y_APP CHI_Y1_APP PLANO Feeder 135.070 CHI_X_APP CHI_X1_APP KUBBS Feeder 125.700 CHI_J_APP CHI_J1_APP OKK Feeder 118.920 CHI_E_APP CHI_E1_APP ORD North Final 124.350 CHI_F_APP CHI_F1_APP ORD South Final 133.620 CHI_W_APP CHI_W1_APP ORD Central Final 119.000 CHI_Z_APP CHI_Z1_APP Position Name Frequency Callsign North Sat 1 120.550 CHI_A_APP CHI_A1_APP South Sat 1 128.200 CHI_S_APP CHI_S1_APP South Sat 2 119.350 CHI_P_APP CHI_P1_APP South Sat 3 133.500 CHI_L_APP CHI_L1_APP South Sat 4 127.870 CHI_U_APP CHI_U1_APP Voice Channel chi_y_app chi_x_app chi_j_app chi_e_app chi_f_app chi_w_app chi_z_app Voice Channel chi_a_app chi_s_app chi_p_app chi_l_app chi_u_app

vzau Chicago ARTCC 7 Position Name Frequency Callsign North Departure 134.400 CHI_D_DEP CHI_D1_DEP East Departure 125.000 CHI_B_DEP CHI_B1_DEP South Departure 126.620 CHI_M_DEP CHI_M1_DEP CHI_S_DEP CHI_S1_DEP West Departure 135.270 CHI_G_DEP CHI_G1_DEP Voice Channel chi_d_dep chi_b_dep chi_m_dep chi_s_dep chi_g_dep NOTE- Bold* in the above table indicates the primary combined frequency to be connected first. 2-2.1 Every controller shall utilize a primary frequency in their ATC client program for communications with aircraft. 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, nor will controllers executing text or receive only commands be denied the ability to control. Controllers shall use text to clarify instructions and/or when instructed by an aircraft. 2-2.2 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 2-2.3 Voice ATIS. At Class D, C and B 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).

vzau Chicago ARTCC 8 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. 2-3. Hierarchy of Opening Positions The following is a suggestion as to the order in which positions will be opened/split in the event more than one controller wishes to control C90. All splits will be governed by the event parameters and may not occur as shown below. 2-3.1 ORD Approach/Departure Hierarchy Position Name Frequency Callsign Airspace Delegation ORD South Final 133.620 CHI_W_APP All C90 OKK Feeder 118.920 CHI_E_APP Feeder/Final Split FARMM Feeder 135.020 CHI_Y_APP W/E Split ORD Central Final 119.000 CHI_Z_APP N/S Final Split East Departure 125.000 CHI_B_DEP Dedicated DEP As Needed: PLANO Feeder 135.070 CHI_X_APP NE Feeder KUBBS Feeder 125.700 CHI_J_APP SW Feeder West Departure 135.270 CHI_G_DEP E/W Departure ORD North Final 124.350 CHI_F_APP North Final North Departure 134.400 CHI_D_DEP E/N/W Departure South Departure 126.620 CHI_M_DEP CHI_S_DEP All Departures 2-3.2 Satellite Approach/Departure Hierarchy Position Name Frequency Callsign Airspace Delegation South Sat 1 128.200 CHI_S_APP All Satellite North Satellite 120.550 CHI_A_APP N/S Split South Sat 2 119.350 CHI_P_APP South E/W Split As Needed: South Sat 3 133.500 CHI_L_APP 3 SSATs South Sat 4 127.870 CHI_U_APP 4 SSATs 2-3.3 Satellite Positions can be opened and closed independent of ORD Approach/Departure positions. 2-3.4 In the event satellite positions are not open, the feeder approaches for ORD will assume control over the satellite airspace within their delegated airspace unless an ORD Departure controller is online.

vzau Chicago ARTCC 9 Chapter 3. O Hare Approach Control 3-2. ORD Approach Control Airspace Chicago TRACON Feeder controllers are delegated that airspace as depicted below. Defined airspace for each of the Feeder controllers is configuration specific and detailed in the graphic for each arrival configuration. Concerning runway 28L/10R, information in this chapter will be added in the update of this document that occurs after a scenery is made available with runway 28L/10R available for us. Any diagram below that had at one point included runway 32R/14L still remains, however, the runway has been permanently closed and is no longer in use and therefore should be disregarded on the diagrams. C90 Feeder Controller Airspace 3-2.1 ORD Finals are delegated that airspace within active descent areas as depicted in this chapter.

vzau Chicago ARTCC 10 3-2.2 Final shall not descend into the descent area until ensuring diverging or 3NM lateral separation exists from departure aircraft on ORD Tower assigned headings that parallel the descent area. 3-2.3 ORD Feeder boundaries are uncommon with ORD departures and South Satellite. Feeders may operate to airspace boundary. 3-3. O Hare Approach Control Positions Position Name Frequency Callsign FARMM Feeder 135.020 CHI_Y_APP CHI_Y1_APP PLANO Feeder 135.070 CHI_X_APP CHI_X1_APP KUBBS Feeder 125.700 CHI_J_APP CHI_J1_APP OKK Feeder 118.920 CHI_E_APP CHI_E1_APP ORD North Final 124.350 CHI_F_APP CHI_F1_APP ORD South Final 133.620 CHI_W_APP CHI_W1_APP ORD Central Final 119.000 CHI_Z_APP CHI_Z1_APP Voice Channel chi_y_app chi_x_app chi_j_app chi_e_app chi_f_app chi_w_app chi_z_app 3-4. Feeder Approach 3-4.1 Feeder Approach 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 to the active descent area. Feeders are expected to adjust speed, altitude, and interval to ensure appropriate in-trail spacing for Final Approach. 3-4.2 Feeder Approach is also responsible for coordinating with adjacent facilities and C90 positions regarding any situation or condition that may impact ideal operation 3-4.3 Feeder Approach should feed aircraft to another feeder controller on a published arrival or assigned heading, that will enter the receiving controller s airspace. Accomplish communication transfer and radar handoff. The receiving Feeder has control of the aircraft on contact, not upon entering airspace, unless otherwise coordinated. 3-4.3 Feeder Approach should feed aircraft to Final Approach on a lead-in, downwind, or base heading, or a published arrival. Accomplish communication transfer and radar handoff as soon as possible. Final has control on contact, not upon entering airspace, unless otherwise coordinated. 3-5. Final Approach 3-5.1 Final Approach shall accept handoffs from Feeders, and/or adjacent facilities when appropriate, and provide final sequence to their primary runway, initiate handoffs to other Feeders or Finals.

vzau Chicago ARTCC 11 3-5.2 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. 3-5.3 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. 3-5.4 When conducting simultaneous approaches to parallel runways, turns in the descent area should be no greater than 210kts. 3-6. Simultaneous ILS/RNAV Approaches Simultaneous ILS/RNAV Approach procedures are to be utilized with such approaches are being conducted on two or more parallel runways. 3-6.1 For two runways, Traffic vectored for the low side (28C/R, 14L, 22L, 4L) shall be at 4,000 feet prior to 3NM of the high side localizer. Traffic vectored for the high side (27L, 14R, 22R, 4R) shall not be turned onto the localizer below 5,000 feet unless coordinated with other controllers. 3-6.2 Traffic from the High and Wide Stream (SHAIN/WATSN/OXI STARs) will always be vectored for the high side when utilizing dual Simultaneous approaches. 3-6.3 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. 3-7. Triple Simultaneous ILS/RNAV Approaches Simultaneous ILS/RNAV Approach procedures are to be utilized when such approaches are being conducted to three parallel runways, and capture points will be utilized. 3-7.1 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. East Flow Capture Points (the point at which aircraft may join/capture the localizer) 9L 4,000ft. ILIUM 9R 7,000ft. FOTTR 10L 5,000ft. BURKE 10L 6,000ft. KALZO 10C 5,000ft. KYLAA 10C 6,000ft. COUPR West Flow Capture Points (the point at which aircraft may join/capture the localizer) 27R 4,000ft. WELEV 27L 7,000ft. JOEBO 28R 5,000ft. BLUTO 28R 6,000ft. RICKV 28C 5,000ft. KOENN

vzau Chicago ARTCC 12 28C 6,000ft. SNTOE 3-7.2 Traffic may be turned onto final inside the Capture Point if no parallel traffic exists and prior coordination is affected. 3-7.3 Traffic vectored for the low side (North) shall be at 4,000 feet prior to 3NM from the Central localizer 3-7.4 Traffic vectored for the middle side (South) must be established on final at 5,000 feet, at the defined capture points. Aircraft must be level at the intercept altitude prior to 3NM from the Central localizer if traffic is inbound on the parallel runway final approach course. 3-7.5 Traffic vectored for the Central localizer shall cross WASCO (9R) or GRABL (27L) at 7,000 feet, unless otherwise coordinated. 3-7.6 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. 3.8 Dual Parallel Visual Approaches Weather must be a ceiling of 4,500 feet or higher, and visibility of 10 miles or greater for use as the primary approach procedure. 3-8.1 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. 3-8.2 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. 3-9.1 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. 3-9.2 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. 3-9.3 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.

vzau Chicago ARTCC 13 3-10. Configuration Changes When the weather is greater than a ceiling of 4,500 feet and greater than a visibility of 10 miles, traffic shall be no closer than a 10NM final from traffic that is touching down on an opposite direction final. When the weather is less that stated, traffic shall be no closer than a 16NM final from traffic that is touching down on an opposite direction final.

vzau Chicago ARTCC 14 3-11. 4 s A Pair Single/Parallel Visual/ILS/LOC Approaches 3-11.1 Traffic Patterns and Split Operations: 4L Low Side, 4R High Side ORD 4 s A Pair Single/Parallel Visual/ILS/LOC Approach Traffic Patterns 3-11.2 Descent Area Vertical Limits SFC to 11,000: North and east of Sector 3 airspace, exclusive of Tower airspace

vzau Chicago ARTCC 15 4,000 to 11,000: East of a line midway between the ORD ILS 4R and LOC 4L within ORD 10NM range mark. 5,000 to 11,000: Northwest of a line midway between the ORD ILS 4R and LOC 4L within the ORD 20NM range mark. 7,000 to 11,000: Between the ORD 20 and 25NM range marks. 8,000 to 12,000: Beyond the ORD 25NM range mark. 3-11.3 Restrictions OKK Feeder may feed KUBBS/FARMM traffic to 4R at 8,000.

vzau Chicago ARTCC 16 3-12. 14 s A Pair Single/Parallel Visual/Simultaneous ILS Approaches 3-12.1 Traffic Patterns and Split Operations: 14R High Side, 14L Low Side ORD 14 s A Pair 14R Only Single/Parallel Visual/Simultaneous ILS Approach Traffic Patterns 3-12.2 Descent Area Vertical Limits SFC to 11,000: Southwest of a line 3NM northeast of and parallel to ORD ILS 14L, within the ORD 15NM range mark, exclusive of Tower airspace.

vzau Chicago ARTCC 17 4,000 to 11,000: Within the ORD 20NM range mark. 4,000 to 11,000: Northeast of a line midway between the ORD ILS 14L and 14R between the ORD 20 and 25NM range marks. 5,000 to 11,000: Southwest of a line midway between the ORD ILS 14L and 14R between the ORD 20 and 25NM range marks. 6,000 to 11,000: Between the ORD 25 and 30NM range marks. 7,000 to 11,000: Beyond the ORD 30NM range mark.

vzau Chicago ARTCC 18 3-13. 22 s A Pair Single/Parallel Visual/Simultaneous ILS Approaches 3-13.1 Traffic Patterns and Split Operations: 22R High Side, 22L Low Side ORD 22 s A Pair Single/Parallel Visual/Simultaneous ILS Approach Traffic Patterns 3-13.2 Descent Area Vertical Limits SFC to 11,000: Southeast of a line 3NM northwest of and parallel to ORD ILS 22R within the ORD 15NM range mark, exclusive of Tower airspace.

vzau Chicago ARTCC 19 4,000 to 11,000: Within the ORD 20NM range mark. 4,000 to 11,000: Southeast of a line midway between the ORD ILS 22L and 22R between the ORD 20 and 25NM range marks. 5,000 to 11,000: Northwest of a line midway between the ORD ILS 22L and 22R between the ORD 20 and 25NM range marks. Southeast of a line midway between the ORD ILS 22L and 22R beyond the ORD 25NM range mark. 7,000 to 11,000: Beyond the ORD 25NM range mark north of V84 centerline. 3-13.3 Restrictions FARMM Feeders may feed PLANO traffic to 22R at 8,000.

vzau Chicago ARTCC 20 3-14. 32R Visual/ILS/LOC Approach 3-14.1 Traffic Patterns ORD 32R Visual/ILS/LOC Approach Traffic Patterns 3-14.2 Descent Area Vertical Limits SFC to 11,000: North of a line 4NM north of and parallel to the 270 degree bearing from MDW; west of a line 4NM northeast of and parallel to ORD ILS 32R, exclusive of Tower airspace. 4,000 to 11,000: Northeast of a line midway between the extended centerline of runway 32L and the localizer to Runway 32R within the ORD 20NM range mark. Southwest of the line between 32L/32R within the ORD 15NM range mark.

vzau Chicago ARTCC 21 5,000 to 11,000: Southwest of the line midway between the extended centerline of runway 32L and the localizer to Runway 32R between the ORD 15 and 20NM range marks. 7,000 to 11,000: Between the ORD 20 and 25NM range marks. 8,000 to 11,000: Beyond the ORD 25NM range mark. 3-14.3 Restriction PLANO Feeder may feed FARMM traffic at 8,000.

vzau Chicago ARTCC 22 3-15. West Flow Three Runway Operation 3-15.1 Traffic Patterns and Split Operations: 27R Low Side, 27L High Side, 28R/C Middle Side ORD West Flow Three Runway Operation 3-15.2 Descent Area Vertical Limits (close-up below) SFC to 11,000: Within the ORD 15NM range mark, exclusive of Tower airspace 4,000 to 11,000: Within the ORD 30NM range mark.

vzau Chicago ARTCC 23 5,000 to 11,000: Beyond the ORD 30NM range mark to the SBN airspace boundary 9,000 to 10,000: in Area Z after coordination with SBN Approach or Center if SBN is closed. 11,000 to 12,000: in area F. ORD West Flow Three Runway Operation Descent Area Close-Up NOTE North Runway is in RED and circled. Orange is for central runway. Blue is for south runway 3-15.2 When conducting triple parallel approaches, 27R will be the low altitude final, 28R/C will be the middle altitude final, and 27L will be the high altitude final. 3-15.3 Restrictions KUBBS to 28R/C: Enter descent area outside 30NM range ring. KUBBS to 27R: Enter descent area inside 25NM range ring. Unless using prearranged coordination procedures, Runway 27L final may not descend below 7,000 ft until established on the high side localizer and complis with the published 7,000 ft crossing restriction on the ILS approach to runway 27L. Traffic on the WATSN shall pass DWEEB prior to being turned to the high side localizer. Aircraft shall be at 11,000 or below leaving Area F.

vzau Chicago ARTCC 24 3-16 West Flow Two Runway Operation 3-16.1 Traffic Patterns and Split Operations: 27L High Side, 28R/C Low Side (27R never used in two runway configuration). ORD West Flow Two Runway Operation 3-16.2 Descent Area Vertical Limits Vertical limits of the descent area remain the same as described in West Flow Three Runway Operation WATSN arrivals shall go to the high side runway.

vzau Chicago ARTCC 25 3-16.3 Restrictions KUBBS to South Final: Enter descent area outside 30NM range ring. KUBBS to North Final: Enter descent area inside 25NM range ring. Traffic on the WATSN will pass DWEEB prior to being turned to the high side localizer.

vzau Chicago ARTCC 26 3-17. East Flow Three Runway Operation 3-17.1 Traffic Patterns and Split Operation: 9L Low Side, 9R High Side, 10L/C Middle Side ORD East Flow Three Runway Operation 3-17.2 Descent Area Vertical Limits (close-up below) SFC to 11,000: Within the ORD 15NM range mark, east of the Sector 3 boundary and exclusive of Tower airspace. 4,000 to 11,000: Within the ORD 20NM range mark.

vzau Chicago ARTCC 27 4,000 to 11,000: North of a line midway between the ORD ILS 9R and 10L between the ORD 20 and 30NM range marks. Note: The midway line between ORD ILS points may vary with runways in use and be any combination of runways 9L, 9R, and 10L/C. 5,000 to 11,000: South of a line midway between the ORD ILS 9R and 10L between the ORD 20 and 30NM range marks. 7,000 to 11,000: Beyond the ORD 25NM range mark. ORD East Flow Three Runway Operation Descent Area Close-Up NOTE North Runway is in red and circled. Orange is for central runway. Blue is for south runway 3-17.3 When conducting triple parallel approaches, 9L will be the low altitude final, 10C/L will be the middle altitude final, and 9R will be the high altitude final. 3-17.4 Restrictions FARMM to 10L/C: Enter descent area outside 25NM range mark. FARMM to 9L: Enter descent area inside 20NM range mark. Unless using prearranged coordination procedures, runway 9R final may not descend below 7,000 ft until established on the runway 9R localizer and complis with the published 7,000 ft crossing restriction on the ILS approach to runway 9R.

vzau Chicago ARTCC 28 3-18. East Flow Two Runway Operation 3-18.1 Traffic Patterns and Split Operations: 9R High Side, 10L/C Low Side (9L never used in two runway configuration). ORD East Flow Two Runway Operation 3-18.2 Descent Area Vertical Limits Vertical limits of the descent area remain the same as described in East Flow Three Runway Operation SHAIN arrivals shall go to the high side runway.

vzau Chicago ARTCC 29 3-18.3 Restrictions FARMM to 10L/C: Enter descent area outside 25NM range ring. FARMM to 9R: Enter descent area inside 20NM range ring.

vzau Chicago ARTCC 30 Chapter 4. O Hare Departure Control 4-1. Tower s Responsibilities (O Hare Departures) Local control will issue the appropriate departure heading as specified in the ORD ATCT SOP. 4-2. General Procedures The following are the general procedures and duties of a departure controller within the Chicago C90 TRACON: Provide radar services, information, and control instructions to all departure aircraft within departure airspace and perform strip marking duties (VRC Users only). 4-3. O Hare Departure Control Positions Position Name Frequency Callsign East Departure 125.000 CHI_B_DEP CHI_B1_DEP West Departure 135.270 CHI_G_DEP CHI_G1_DEP North Departure 134.400 CHI_D_DEP CHI_D1_DEP South Departure 126.620 CHI_M_DEP CHI_M1_DEP CHI_S_DEP CHI_S1_DEP Voice Channel chi_b_dep chi_g_dep chi_d_dep chi_m_dep chi_s_dep

vzau Chicago ARTCC 31 4-4. 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 4-4.1 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. 4-4.2 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.

vzau Chicago ARTCC 32 4-4.3 When issuing an altitude, the appropriate SID must be restated as part of the climb clearance if pilot compliance with the altitude crossing restriction on the ORD SID is required (e.g. UAL123 Chicago Departure, radar contact, O Hare EIGHT departure, climb and maintain 15,000. 4-4.4 Departure traffic may be climbed within departure delegated airspace above 6,000 ft. 4-4.5 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. 4-4.6 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. 4-5. West Departure West Departure shall work BDF, MZY, SIMMON, IOW, PLL, MYKIE, OLINN, NOONY, PEKUE remaining clear of the active runway final approach courses. The boundaries of this airspace include a line parallel between runways 22L/R clockwise to a line parallel between runways 32L/R. 4-6. East Departure West departure shall work EBAKE, DUFEE, ELX, MOBLE, GIJ and LEWKE remaining clear of the active runway final approach courses. The boundaries of this airspace include a line parallel between runways 4R/L clockwise to a line parallel between runways 14L/R. 4-7. 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. The boundaries of this airspace include a line parallel between runways 14L/R clockwise to a line parallel between runways 22L/R. 4-7. North Departure North Departure shall work BAE, PETTY, RAYNR, and PMPKN remaining clear of the active runway final approach courses. The boundaries of this airspace include a line parallel between runways 32L/R clockwise to a line parallel between runways 4L/R.

vzau Chicago ARTCC 33 Chapter 5. North Satellite Control 5-1. General Procedures The following are the general procedures and duties of a north satellite controller within the Chicago C90 TRACON: Provide radar services, information, and control instructions to all satellite aircraft within north satellite (NSAT) airspace and perform strip marking duties (VRC Users only). 5-2. Operational Procedures North Satellite is delegated the airspace depicted below. North Satellite (NSAT) Delegated Airspace

vzau Chicago ARTCC 34 5-2.1 North Satellite shall ensure 1.5NM lateral or standard IFR/VFR vertical separation as appropriate from the O Hare descent area in use. 5-2.2 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. 5-2.3 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. 5-2.4 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 250kt speed assignment. 5-3. Chicago Satellite Approach/Departure Control Positions Position Name Frequency Callsign North Satellite 120.550 CHI_A_APP CHI_A1_APP Voice Channel chi_a_app 5-4. Chicago Executive Airport Special Procedures When a PWK IFR departure requires runway 16, Chicago C90 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. 5-5. North Satellite Class Delta Arrival Runway Configurations PWK Chicago Executive Airport Direction Winds <5kts Direction Winds 6-19kts Direction Winds >20kts 010-040 34 010-060 34 070-250 16 050-250 16 070-250 16 260-060 34 260-000 30,34 260-000 30,34 UGN Waukegan Regional Airport Direction Winds <5kts Direction Winds 6-19kts Direction Winds >20kts 140-320 23 150-320 23 150-320 23 330-130 5 330-140 5 330-140 5

vzau Chicago ARTCC 35 Chapter 6. South Satellite Control 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). 6-3. Chicago Satellite Approach/Departure Control Positions Position Name Frequency Callsign South Sat 1 128.200 CHI_S_APP CHI_S1_APP South Sat 2 119.350 CHI_P_APP CHI_P1_APP South Sat 3 133.500 CHI_L_APP CHI_L1_APP South Sat 4 127.870 CHI_U_APP CHI_U1_APP Voice Channel chi_s_app chi_p_app chi_l_app chi_u_app 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.

vzau Chicago ARTCC 36 South Satellite (SSAT) Delegated Airspace ORD West Flow, ORD 32R Only, ORD 22s A Pair

vzau Chicago ARTCC 37 South Satellite (SSAT) Delegated Airspace ORD East Flow, ORD 14s A Pair ORD 14R Only, ORD 4s A Pair

vzau Chicago ARTCC 38 South Satellite (SSAT) Delegated Airspace MDW 13C, Only if ORD East Flow or ORD 14s A Pair ORD 14R Only 6-2.1 Northbound aircraft departing Midway airport into Sector 3 should be handed off to North Satellite west of the ORD 20NM range mark at 4,000 ft. 6-2.2 Northbound aircraft departing Midway airport into Sector 4 should be handed off to North Satellite east of the ORD 15NM range mark at 3,000 ft. or with the approval of North Satellite this traffic may be climbed to 4,000 ft. and handed off to ORD North Departure east of the shoreline on a northeast heading or with the approval of ORD North Departure, northbound traffic may be climbed to 6,000 ft. 6-2.3 Traffic inbound to North Satellite airspace from South Satellite must be vectored outside the ORD 20NM range mark at 4,000 ft. on the departure side and outside the ORD 30NM range mark on the arrival side.

vzau Chicago ARTCC 39 6-3. South Satellite Sector Boundaries Not Utilizing MDW 13C Lateral limits are depicted below. Vertical limits are depicted in the previous section. South Satellite Sector Boundaries, MDW 13C NOT In Use 6-3.1 Area S belongs to Sector 4 for aircraft operating at GYY. Such aircraft must be at or below 3,000 ft. 6-3.2 Sector 1 acts as final approach for runway 31R, 31C, 31L 6-3.3 Sector 2 acts as final approach for runway 4R, 4L 6-3.4 Sector 4 acts as final approach for runway 22R, 22L

vzau Chicago ARTCC 40 6-4. South Satellite Sector Boundaries MDW 13C Lateral limits are depicted below. Vertical limits are depicted in 6-2. South Satellite Sector Boundaries, MDW 13C In Use 6-4.1 Area S belongs to Sector 4 for aircraft operating at GYY. Such aircraft must be at or below 3,000 ft. 6-4.2 Sector 2 acts as final approach for runway 13R, 13C, 13L. 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.

vzau Chicago ARTCC 41 6-6. South Satellite Class Charlie/Delta Arrival Runway Configurations ARR Aurora Municipal Airport Direction Winds <5kts Direction Winds 6-19kts Direction Winds >20kts 050-090 9 010-110 9 050-130 9 100-130 9,15 120-170 9,15 140-220 15 140-320 27 180-290 27 230-320 27 330-040 27,33 300-000 27,33 330-040 33 DPA DuPage Airport Direction Winds <5kts Direction Winds 6-19kts Direction Winds >20kts 050-130 10,2L,2R 000-060 2L,2R 050-130 10 140-320 28,20L,20R 070-110 10,2L,2R 140-260 20R 330-040 28,2L,2R 120-170 10,20L,20R 270-320 28 180-230 20L,20R 330-040 2L 240-290 28,20L,20R 300-350 28,2L,2R GYY Gary/Chicago International Airport Direction Winds <5kts Direction Winds 6-19kts Direction Winds >20kts 050-200 12 040-200 12 040-200 12 210-040 30 200-030 30 210-030 30 MDW Chicago Midway International Airport Direction Winds <5kts Direction Winds 6-19kts Direction Winds >20kts 050-130 4L,4R 010-110 4L,4R 000-060 4L,4R 140-210 22L,22R 120-170 13L,13C,13R 070-180 13L,13C,13R 220-040 31L,31C,31R 180-230 22L,22R 190-260 22L,22R 240-000 31L,31C,31R 270-350 31L,31C,31R

vzau Chicago ARTCC 42 Chapter 7. Special Procedures 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. 7-1.1 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. 7-1.2 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. 7-2.1 If the pilot is unable to abide by the following restrictions, coordination with the affected position may be made based on controller workload.

vzau Chicago ARTCC 43 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. 8-2.1 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. 8-2.2 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-inactivecontroller shall remain on the frequency for a period of time to ensure the position has been successfully transferred. 8-2.3 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. 8-2.4 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.

vzau Chicago ARTCC 44 Chapter 9. Glossary of Terms 9-1 Terms and definitions ARTCC Air Route Traffic Control Center. ASDE-X Airport Surface Detection Equipment, model X, a runway safety tool that enables controllers to detect potential runway conflicts by providing coverage of movement of aircraft on runways and taxiways. ATIS Automatic Terminal Information System, provided by airports with towers utilized on a frequency that gives weather and airport information to pilots. Capture Point The point on the approach that the aircraft will intercept with and join the glideslope inbound for the runway. DEL The VATSIM designation of a Clearance Delivery position. Descent Area Area in which an aircraft is permitted to descend for an approach to a runway given the lateral and vertical boundary changes in the approach airspace. ES Euroscope, one of the radar clients supported by our facility. GND The VATSIM designation of a Ground position. GRP Global Ratings Policy, a VATSIM document governing the training and promotion of controllers to be used throughout the network. High Side The runway in use that aircraft will intercept at the higher altitude than aircraft intercepting the parallel runways. IFR Instrument Flight Rules. ILS Instrument Landing System, a primary method of instrument approaches. LAHSO - Land and Hold Short of, for when an aircraft lands and must stop prior to a certain runway or taxiway. LOCAL Another name for a Tower controller is a Local controller. Low Side The runway in use that aircraft will intercept at the lower altitude than aircraft intercepting the parallel runways. NEODD SWEVEN North, East, Odd, South, West, Even, a method of determine the cruising altitude of an aircraft based on direction of flight. SID Standard Instrument Departure. SOP Standard Operating Procedure(s).

vzau Chicago ARTCC 45 TRACON Terminal Radar Approach Control. TWR The VATSIM designation of a Tower position. VFR Visual Flight Rules. VRC Virtual Radar Client, one of the radar clients supported by our facility. vzau ZAU is the designator for the Chicago ARTCC facility. Z is assigned to each facility in the United States and AU represents the town of Aurora where the facility is physically located.