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 CHICAGO O'HARE AIRPORT - Handbuch Flugverkehrskontrolle 

Dieses Handbuch, erstellt 1975 durch die US Luftfahrt-Behörde Federal Aviation Administration (FAA), für die örtliche Ausbildung von Fluglotsen im Kontrollturm und der Anflugkontrolle enthält die spezifischen Arbeitsplatzaufgaben und lokalen Verfahren für die Flugplatzkontrolle (TWR) und die Anflugkontrolle (TRACON) für den Flugverkehr an diesem Flughafen mit seinen sieben Start- und Landebahnen. Im Jahr 1975 betrug die durchschnittliche Zahl der stündlichen An- und Abflüge bereits 235.

Im Kontrollturm arbeiteten immer zwei Teams gleichzeitig stehend Rücken an Rücken um den geteilten Verkehrsfluss beherrschen zu können. Die Zuständigkeit von TWR und TRACON (Terminal Radar Control Unit) erstreckte sich auf die Kontrollzone (CTR) und den Nahverkehrsbereich (Terminal Area - TMA). Dies Handbuch, nur intern für den Betrieb erstellt, diente als persönliche Lenrunterlage für Neuankömmlinge, die den Nerv hatten, sich für die Flugverkehrskontrolle auf Chicago TWR oder im TRACON bereit zu erklären. Es enthält alle damals den Platz anfliegenden Fluggesellschaften und die von ihnen benutzten Flugzeugtypen, die CTR und TMA Luftraumstruktur mit den Anflugpunkten und Warteschleifen aus Nord und Süd, die Konfiguration des Landefeldes, Verkehrsflussverfahren, Aufteilung der Arbeitsplätze und internen Arbeitsweisen.

PDF Dokument
CHICAGO O’HARE AIRPORT - Handbuch Flugverkehrskontrolle
Federal Aviation Administration, PDF Dokument, 287 Seiten, 8 MB
   
PDF Dokument
CHICAGO O’HARE AIRPORT - Handbuch Flugverkehrskontrolle
Federal Aviation Administration, PDF Dokument, OCR-Texterkennung, 287 Seiten, 8 MB


DEPARTMENT OP TRANSPORTATION/FEDERAL AVIATION ADMINISTRATION
CHICAGO O'HARE AIRPORT AIR TRAFFIC CONTROL TOWER
TRAINING MANUAL
CHICAGO-O'HARE AIRPORT AIR TRAFFIC CONTROL TOWER TRAINING MANUAL
FORWARD
PURPOSE
The purpose of this training manual is to provide each development with a source of reference to supplement classroom instruction.
PART 2 COMBINED TRACON/TOWER
SECTION 1 Facility Indoctrination
1. Facility Indoctrination 1
2. Crews & Teams 2
3. Sign on Log 3 k. Work Hours and Schedule 5 5» Team Briefings 7 6. Reading Binders and Bulletin Boards 8 7- Parking and Transportation 11
8. Training Forms 13
9. Familiarization Travel 18
10. Annual Leave 19
11. Mutual Aid Pledge System 22
SECTION 2 Fixes, Routes, Aircraft Types
1. One and Three Letter Identifiers 25
2. Departure Routes and Handoff Points 28
3. Aircraft Types and Call Signs 29
SECTION 3 Communications Equipment
1. TELCO Equipment 33
2. ORD Frequencies h2
3. Chicago Center and Local Tower Frequencies ^3
SECTION k ATIS ^5 SECTION 5 Noise Abatement
SECTION 6 Airport Layout 51
SECTION 7 Strip Marking
1. FDEP Clearance Procedures 53
2. Common 3 Departure 55
3. FDEP Departure Strips 56 k. TCA Departures 57 5. Arrival Strip 59
SECTION 8 Terminal Control Area
1. Chicago Terminal Control Area-Group 1 61
2. VFR Arrivals 65
3. VFR Departures 66 k. General 67
SECTION 9 Flow Control Restrictions
1. Departure Restrictions 69
2. Severe Weather Avoidance Plan 71
3. Hourly Traffic Count Procedures 72
SECTION 10 Automated Systems Description "
1. FDEP 73
2. ARTS III 73
TOWER
     
SECTION
1
Duties & Responsibilities
75
SECTION
2
Tower Cab Layout Equipment Check List
77
SECTION
3
Airline Gates, Hanger & Cargo Areas
79
SECTION
k
Airport Restrictions
83
SECTION
5
Emergency Procedures
85
SECTION
6
Airport Lighting
89
SECTION
7
Descent Areas
95
SECTION
CO
Runway Visibility
99
SECTION
9
ASDE & Brite Radar
103
SECTION
10
Obstruction & Adjacent Airport Chart
105
SECTION
11
Tower Visibility
107
SECTION
12
Tower Non Radar Departure Procedures
111
1. General Procedures 117
2. Procedures & Responsibilities 119 a. Chicago Center 119 B. 0»Hare 119
3. Altitude Verification & Quicklook 123 k. Delegated Airspace 12*f
5. Climb Corridors 131
6. Departure Routes & Handoff Points 132
7. Minimum Altitude Vector Chart 133
8. Altitude Restriction Light 13^
9. Overtraffic Procedures 135 10. Coordination Below 8000 Feet Southbound 136
SECTION 3 North Satellite
1. General Procedures 137
2. Procedures & Responsibilities 139
a. Pal-Waukee Tower 139
b. O'Hare Tower 1^0
c. Pal-Waukee Tower 1^2
d. North Satellite Area 1^3
3. Glenview Control Zone *\kk k. Procedures & Responsibilities 1^5
a. Glenview Tower ___ 1^5
b. Glenview GCA 1^5
c. O'Hare North Satellite 1^5
5. North Satellite Holding Patterns & Clearance Limit Fixes 1**8
6. North Satellite Restriction Light 150
7. North Satellite Approach Worksheet 151
SECTION k Arrival Control
2. Approach Configuration 1Jft
3. Procedures & Responsibilities 155
a, Chicago Center 155
b. O'Hare 155 k* En Route Procedures 157
a. Chicago Center 157
b. 0»Hare 157 5. 0!Hare Holding Patterns &
Clearance Limit Fixes 160
PART 3 TRACON
SECTION 1 TRACON Layout 11^
SECTION 2 Departure Control
PART 1 COMBINED TRACON/TOWER
SECTION 1 FACILITY INDOCTRINATION
1. FACILITY INDOCTRINATION
Welcome to O'Hare. We would like to introduce you to the facility, its officers and staff, and answer questions you may have about working hours, leave, training, etc.
The O'Hare controller force is divided into seven crews and fourteen teams. A team consists of one team supervisor and controllers for both TRACON and Tower Cab.
A personnel sign on log Is used in lieu of FAA Form 7230t4, to simplify sign on procedures and to make preparation of time and attendance records easier.
The following is a description of the log's format and the sign on/off procedures:
a. Preprinted Names. Initials of all operational personnel have been listed on a team-by-team basis. All you need to do to "sign on" is sign your name to the left of the printed initials. Sign your name in the same space all the time, even if you have swapped a shift with someone else or are working overtime, administrative detail, etc.
b. Columns Labeled "ON", "OFF", and "HOURS ON DUTY".
Same procedures that we have been using on the 7230-4's. c Overtime.
Enter number of hours worked to the nearest half hour.
d. Sick Leave, Annual Leave.
Enter number of hours taken to the nearest hour. The Assistant Chief on duty shall enter the number of hours taken for personnel who call in for sick or annual leave for the shift.
e. Comp Earn/Use.
Enter number of hours earned or used to the nearest half hour,
f. Duties.
No entry required for regular duties. Enter "FAM" for SF-160 travel, "ADM!' for administrative detail.
These sections have been set aside for outside personnel detailed to the facility and for developmentals undergoing classroom instruction prior to being assigned to a specific team.
k. WORK HOURS AND SCHEDULE. Work Hours.
Eight hour shifts except for 8:00 a.m. to 4:30 p.m. administrative shift, The following numbers on the schedule indicate shift working hours: 1 1:30 p.m. to 9:30 p.m.
3 — 3:00 p.m. to 11:00 p.m.
4 — 4:00 p.m. to midnight
7 7:00 a.m. to 3:00 p.m.
8 -- 8:00 a.m. to 4:00 p.m.
11 -- 11:00 p.m. to 7:00 a.m.
12 — 12:00 p.m. to 8:00 a.m. 00 12:00 a.m. to 8:00 a.m.
The following letters on the schedule indicate: A -- Annual C -- Class H Holiday
The following is an example of the schedule for one pay period.
rr* 26 NOV-DFC
 
J24
'. s
25
2fe
27
28
29|30
1 ! 2
3 | 4- | 5 | fc>
j 7-
M
T
w
T
 
s
<
S 1 M
T
"i " r r"
v j T j F | S
     
II
II
II
II |ll
   
3
3
3
 
HENSEN RH |
               
c
*i|c |*
c
MILLER T. MR
       
i
         
1
   
burke bc
   
~7
~7
t
"7
~7
 
1 1
1!
   
rnucane *"fe
   
1
T
"7
~7 | T
|
 
11
j
     
3
3
3
3|3
|
1
1!
f
1
g\sh ge
         
i
!
j
 
1
   
           
1
j
 
i
   
           
j |
           
             
j i
         
hukriede he
       
h
a
A
|
\
c
 
q
 
rambeau *U
             
| 1
       
MUELLER YG
         
|
1
   
1
fr\tscv-\e -2JT
   
a
H i
' s
a
A
   
1
1
(
{
 
i
v^ECK * ma
         
i
     
1
1
....X... ,_.„
!
:
;
g^ODE>* be
         
i
(
   
1
i
1
\
 
1
; 1
j
           
1
|
 
i j
r
 
     
j
   
i
j
 
; c
j i
i
           
1
5 8
 
j
-' ,, 1
1 i
I j
   
1
t
   
! ! !
 
f
I 1
___________________________________ _
 
i 1
*
!
     
! ! I
 
f
i ;
i
____,____________________!
|
 
i i
1 j
■s
i *
J 1 1 1
 
i
j =
 
I
|
j f
5 ?
 
i
ϖ
f
   
1 i
I »
' 1
; 1
Mil
       
j
-r......-_
1
i
j
 
> 1 i i
     
! i
i i i
 
i . .......... 1
i \ I
1 ;
i
i
...______„___________„_____________^„_ ϖ
' I '
' ! L i i > t
6 j
1
* : f 1 « 1 1 » 1
i I : it i
r 4 t ',
5. TEAM BRIEFINGS Ref. ORD 1770.5B
Team Supervisors shall conduct team briefings on the dates indicated on the facility schedule. Briefings will be conducted in the conference room between 1330-1430 local time and be indicated by the symbol 1 on the schedule for the team concerned.
Attendance is compulsory unless an employee is not scheduled for that day (i.e., annual leave, sick leave, etc.).
Team briefings shall be concluded by 1430 to effect proper relieving of the day shift.
a. Reading Binders
Two read and initial binders (one for tower personnel, one for TRACON personnel) are posted in the ready room. Copies of required reading material will be placed in the appropriate binders for personnel to read and initial. Such material shall carry a control sheet bearing spaces for personnel to initial on a team-by-team basis
Team Supervisors shall assign initialing spaces to controllers on their respective teams and shall ensure that personnel read and initial the material promptly.
After reading the required material, personnel shall initial in the space assigned. Initialing the material indicates that you have read and understand it.
Staff officers shall indicate which binders are to receive the materials. Secretaries shall attach the appropriate initialing sheet, indicate subject matter, date in/out, whether Information is in tower or TRACON binder, then post the material in the appropriate binder.
A general information binder will also be posted in the ready room* however, materials placed in this binder do not require initialing. Informational material will be retained in this binder for approximately 30 days.
There are two FAA bulletin boards. One is above the sign-on log
and another is in the break room. There is also a PATCO bulletin board in the break room.
CHICAGO-0' HAEE ATCT READ BINDER CONTROL SHEET
SUBJECT:
IN TOWER TRACON OUT
DO NOT REMOVE THIS SHEET FROM THE MATERIAL TO WHICH IT IS ATTACHED.
10
PARKING AND TRANSPORTATION
The primary parking area is at the fire house, located west of the "B" finger. A facility van operates between the fire house and the facility for 30 minutes prior to shift change and between 0730 and 0805 for staff personnel. Additional parking is available in the "C" lot on Old Mannheim Road, east of the Air Force Reserve Area, The City operates a bus between "C" lot and the terminal every ten minutes from 0600 to midnight, and every twenty minutes after midnight.
1.
Name
2.
Date
3.
Period covered and total time
i.
Weather
5.
Position of Operation
£.
Configuration
7.
Signature (Note: Do not sign this form prior
 
to discussing it with the instructor)
The
training session objective shall be identified
by the OJT instructor. The objective described, in brief terms, will identify that item the developmental must master in order to progress, (c) The OJT instructor must also complete the following items on each training form.
a. Training Evaluation Forms
Training evaluation forms must be filed in the appropriate binder for each day worked by developmental controllers.
NOTE: If no training occurred, the reason shall be recorded, i.e., insufficient traffic, sick or annual leave, etc. (l) Responsibilities:
(a) The developmental shall complete the following items on the form (items 1 through 6 shall be completed before giving it to the OJT instructor):
1. Workload conditions
2. Grade
3. Signature
(d) The OJT instructor shall complete the evaluation of the developmental so as to describe, as a minimum, the developmental1s performance in relationship to the stated objective. Major problems shall be brought to the attention of the team EH)S.
(a) Grades - the overall grade assigned to a training session shall be either satisfactory or unsatisfactory. An overall grade shall be assigned for each training session*
(b) Grade Criteria - the following guidance shall be used in determining the grade assigned.
After the developmental acquires the below-listed percentage of training time, no mistakes should be observed in the area listed, if a satisfactory grade is given.
Grading
Area of Evaluation
Percentage of Maximum Time Available
Knowledge of Procedures
25*
Phraseology
25*
Equipment
25*
Aircraft Characteristics
25*
Application of Procedures
75*
Spacing
75*
AT TRAINING EVALUATION
Nam* of Employ** _ Boti _" Facility"
Period Covered fcy Tlit* Report W**hor/Workload Conditions
_SAT - UNSAT
Total Time Position of Operation Circle One
SESSION OBJECTIVES:
COMMfNTS
l _ 1
     
<
 
Signature of Evaluate*
Dot*
 
Employe's Signature
Dot*
Team EPDS
15 -----
Bi-monthly training reports are prepared by the team EH)S to evaluate the developmental1s bi-monthly progress. These are submitted on the first of each month.
BI-MONTHLY TRAINING EVALUATION
Date
DEVELOPMENTAL POSITION TIME THIS TOTAL TIME
PERIOD TO DATE
COMMENTS:
PROGRESS (CIRCLE ONE) SATISFACTORY UNSATISFACTORY
SIGNATURE - DEVELOPMENTAL SIGNATURE - TEAM EPDS
TEAM SUPERVISOR
FAMILIARIZATION TRAVEL Ref: ORD 7210.9
a. Coordination. Personnel desiring an SF-160 trip shall forward FAA Form 1500-7, with all required information completed, to his supervisor. Normally, the request should be submitted at least 15 days prior to the first day of travel to allow sufficient time for processing. The supervisor shall review the form and, if he concurs, sign in the appropriate place and forward the request to the EPDO. The EPDO will verify the accuracy of the information and take care of any necessary coordination before forwarding the form to the secretary for mailing to the airlines. All coordination and arrangements with the airlines, with the exception of the submission of FAA Form 1500-7, shall only be accomplished by the Facility
or Deputy Chief.
b. Trip Reports. Supervisors shall insure that all specialists submit a report on the reverse side of Page 2 of FAA Form 1500-7, covering the ATC and communications aspect of the trip, within one week following the trip. This report shall be routed to the EPDO through the supervisor, Deputy and Facility Chief. A copy of the report will then be forwarded to the airline.
ANNUAL LEAVE
a. Policy. The facility shall try to provide equitable distribution of annual leave during prime leave periods. Prime time is defined as the summer period of June 1 to September 8, Easter week and Christmas week.
(l) Distribution of prime time will be accomplished each calendar year by scheduling annual leave in accordance with the following procedures.
(a) All personnel shall submit three requests - first, second, and third choices - for scheduled leave during the prime periods.
(b) Choices shall be noted on the enclosed Form 3600-16 by January 30 each calendar year.
(c) Personnel having the most senior FAA EQD date shall be given priority on their prime leave requests.
(d) Normally, the maximum successive prime leave during the summer months will be two weeks. Requests for more than two successive weeks will require exceptional justification for consideration.
(e) Approval of two periods of prime time, i.e., two weeks in the summer and Easter week, will not be approved unless requests for Easter/Christmas weeks have not been filled by personnel who could not obtain summer leave due to lower EOD seniority.
(f) Scheduled leave requests outside the prime time periods will be granted in the following priorities:
1. Senior EOD personnel who did not request leave during the prime time periods.
2. Personnel not able to receive prime time leave due to lower EOD seniority.
(g) Approved scheduled annual leave shall be prepared on Form 3600-16 and posted on the employee bulletin board by March 1. Copies will also be available in the tower cab a,nd TRACON schedule binders.
(h) Form SF-71 must be submitted, in duplicate, at least seven days prior to beginning scheduled annual leave.
Annual leave for the calendar year will be scheduled for all personnel as follows:
(a) Personnel will be scheduled for at least two-thirds of the annual leave they will accrue for the leave year.
1. 15 days leave accrued - 10 days leave scheduled.
2. 20 days leave accrued - 15 days leave scheduled.
3. 26 days lea.ve accrued - 20 days leave scheduled.
(b) The number of personnel on annual lea,ve during the r.ame time period shall be determined by the level of staffing during the leave period.
Scheduled leave may be cancelled by an employee at his discretion; however, such notice must be submitted in writing. Subsequent requests are subject to available staffing and possible loss of leave. Whenever possible, cancellation notifi cation should be submitted at least two weeks in advance of the leave date to permit reassignment to a less senior EOD employee, who may have also requested the same leave period. All annual leave is subject to staffing and may be rescheduled to allow adequate operational coverage.
11. MUTUAL AID PLEDGE SYSTEM (MAPS) a. What MAPS is
The Mutual Aid Pledge System, hereinafter referred to as MAPS, is an unincorporated mutual assistance organization of Air Traffic Service employees in the Central and Great Lakes Regions formed to operate without profit for the mutual welfare of members.
MAPS is not a part of, in any way affiliated with, nor sponsored by the FAA. Its operation and administration is carried out solely by member individuals.
The purpose of MAPS is, upon death of a member, to make possible the payment of a substantial sum of money with minimum delay, to the deceased member's beneficiary in order to ease the immediate financial burden on the family.
The MAPS plan provides that each member will pledge to contribute the sum of five dollars ($5.00) upon notification that another member has passed away, said $5.00 is to be paid to the designated Facility/Office MAPS Representative.
b. How MAPS Works
The local AT Facility/Office MAPS Representative is responsible for notifying the appropriate Governing Board member of the death of a local member of MAPS. The notification shall include the name of the member, name and address of the
beneficiary, and pertinent details relative to the death of the member. Upon receipt of the notification, the Governing Board member will notify other board members, who will, in turn, notify AT Facility/Office groups of his Region (FSSs, CS/Ts, Towers, Centers, RAPCONs, ATCORs, etc,) of the above information.
Each MAPS member shall then honor his pledge by making his $5.00 contribution to the local MAPS Representative. Upon receipt of each member's contribution, the local Representative shall make the proper notation of payment on the member's card and as soon as all Facility/Office members have contributed, the money shall be forwarded immediately to the beneficiary at the address specified in the death notification message. The local Facility/Office individual member contribution should be consolidated and forwarded to the beneficiary in one lump sum, either by check or money order. Remember, the prime purpose of MAPS is IMMEDIATE ASSISTANCE a and only a few days should elapse between the death notification date and the date each Facility/Office forwards their total membership contribution to the beneficiary.
New memberships will not become effective until 30 days following receipt of the signed Membership Agreement/Pledge Card from the new member by the Facility MAPS Representative. Those employees transferring into either Region from another
FAA Region, who were members in good standing in a similar plan in the Region from which they are transferring, will be accepted without this waiting period, providing a signed statement to that effect accompanies their application for membership, in which case the validity of the statement may be verified by the appropriate Governing Board member by contact with the releasing Region,
SECTION 2 FIXES, ROUTES, AIRCRAFT TYPES
1. One and Three Letter Identifiers Three Letter Departure Fixes
a. North
(1) Milwaukee Airport MKE
(2) Milwaukee VOR MIU
(3) Pike 3PI
b. East
(1) Musky 3US
(2) Keeler ELX
(3) South Bend SBN
(4) Waterville VWV
c. South
(1) Hersher 9HJ
(2) Roberts RBS
(3) Judyville 3JU
(4) Peotone EON
(5) Woodland 3XD
(6) Molen 3MS
(7) Fort Wayne FWA
d. West (West Departure Fixes are Grouped into 3 Routes) (1) Route #1 (Southwest)
(a) Bradford BDF
(b) Van Orin 9V0
(c) Kirksville IRK
(2) Route #2 (West)
(a) Des Moines DSM
(b) Iowa City IOW
(c) Polo PLL
(d) Malta 3MH
(e) Cordova CVA
(3) Route #3 (Northwest)
(a) Rockford RFD
(b) Mason City MCW
(c) Dubuque DBQ
(d) Waukon UKN
(e) Nodine ODI Three Letter Arrival (Outer) Fixes
a. Base (NE) 9BC
b. Plant (SE) PL
c. Chicago Heights (SE) CGT
d. Joliet (S) JOT e ϖ Vains
f. Piano (SW) None 8« Farmm
Airports Within the Chicago Area
a. Palwaukee PWK
b. Midway MDW
c. Meigs CGX
d. Navy Glenview NBU
e. Chicagoland
f. DuPage
g. Elgin
One Letter Identifiers
A Vains
B Bradford
C Base
D
E Peotone
F Calumet
G Niles
H Polo
I Chicago Height8
J. Joliet
K Malta
L Bella
M Musky
N North Brook
3CG DPA C06
0 Piano P Papi Q Big Run R Roberts S South Bend T Des Moines U Dubuque
V Waterville W Farmm
X Keeler
Y Nodine Z Kedzie
PL Plant
DEPARTURE ROUTES AND HAND OFF POUTTS
MIU
MKE
3PI
0 0BK EVANSTON
3US
DPA A A ELX
\SfORD SBN
O DPA VOR
AQ
RBS 9HJ
a
EON 3JU 3XD J 73
FWA 3MS J30
Scheduled Air Carriers, Aircraft Types and Identification a. Domestic Air Carrier and type aircraft
AA
UA
TW
NW
American
United
Trans World
Northwest
B 747
B 747
B 747
B 747
B 707
B 727
B 707
B 707 (320)
B 720
B 737
B 727
B 720
B 727
DC 8
DC 9
B 727
DC 10
DC 10
L 1011
DC 10
*
DL
EA
AL
NC
Delta
Eastern
Allegheny
North Central
L 1011
B 727
DC 9
CV 580
DC 9
DC 8
BAC 111
DC 9
DC 8
DC 9
   
DC 10
L 1011
   
B 747
     
B 727
     
BN
CO
OZ
FT
Braniff
Continental Ozark
Flving Tiger
B 707
B 707 (320) F 227
DC 8
B 727
B 720
DC 9
B 7^7
DC 8
B 727
   
DC 10
PA RD PI SO
Pan American Airlift Piedmont Southern
B 747 DC 8 B 737 DC 9 B 707 B 727 B 727
Many of the above have stretched versions.
b. International Air Carriers, aircraft types and identification
AC
Air Canada DC 8 DC 9
SK
AF
Air France B 747 B 707
LH
Lufthansa B 747 B 707 DC 10
MX Mexicana B 727
SR
Swiss Air DC 8 B 747
BA
Scandinavia BOAC
EI Irish B 707
AZ Alitalia DC 8 B 747
OA Olympic B 707
DC 8 B 707
B 747 B 747
JM
Air Jamaica DC 9 DC 8
Air Taxi, Aircraft types and identification
WIS MIS VER PHI AIA
Air Wisconsin Midstates Vercoa Phillips Air Iowa DHC 6 BE 99 BE 99 PA 23 BE 18
SW 4 PA 30 PA 23
KLM Royal Puick DC 8 DC 10
STG MVA BAJ BH
Stage Mississippi Valley Aero Freight Black Hawk BE 18 SW 4
LTD Air O'Hare DC 3
Cargo Operations
Airline
Series Number
Tvpe Aircraft
AA
800
B 707, B 727
AF
1300
B 707
BN
800
B 727
DL
100
L 100
EA
9400
B 727
NC
90
CV 580
NW
900
B 320
OZ
001
F 227
PA
100
B 707
TW
600
B 727, B 707
UA
2700
B 727
 
2800
DC 8
FT
All
DC 8
Military Operations
1. Air Guard: KC -97, C 47
2. Air Force Reserve: C-130
3. Civil Air Patrol: Single and twin engined aircraft parked at the alert hangar south of the approach end of runway 27R.
(INTENTIONALLY LEFT BLANK)
SECTION 3 COMMUNICATIONS EQUIPMENT
1. TELEOO EQUIPMENT Background
The ORD TRACON and Tower Cab use the 301> & switching system developed by the Bell System. Although the equipment might appear complex and difficult to use at first, it is designed to provide fast and efficent service once the user becomes familiar with its operation. Definitions
PTT - "Push to Talk". A term applied to the function of the PTT switch in a headset cord or the PTT button on a handset or a hand mic. OVERRIDE (Intraphone) - An arrangement permitting a controller to talk and listen to another controller within the facilities without requiring the overridden controller to push a button. Overridden controller is not pre-empted.
PRE-EMPTION - The ability to cut off the controller's transmission. Instructor takes control.
AUTOMATIC SIGNALLING - Depression of the desired line button will automatically activate the buzzer at the called location. VOICE SIGNALLING - The PTT switch is operated and the loudspeaker is activated at the called location. The desired position is requested to pick up the calling line.
STATUS LAMP - Action of the lamp indicates the status or condition of the line or circuit. The lamp is located under the pick up button. PUSHBUTTON UNIT - TELCO provided mounting box with 12-18-24 or 36 pushbuttons is located on each desk or divider. A second unit is mounted overhead in some positions.
ILLUMINATED ROTARY DIAL - Provided at most positions. May be mounted on the desk, divider or overhead.
JACK PANEL ASSEMBLY - Small panel mounted immediately below the desk top or divider. It contains:
- Two sets of jacks
(1) "CONT" - Right set - green - for controller or trainee use
(2) "INST" - Left set - yellow - for instructor use
- "LS" - Loudspeaker switch - associated with TELCO speaker
- Backlighting control knob
- FAA Radio Jacks - located immediately below TELCO jacks LOUDSPEAKERS - Two flush mounted speakers are located in the overhead panel.
(1) TELCO - Left speaker - square - with volume control knob
(2) FAA - Right speaker - round
RADIO FREQUENCY PANEL - Located immediately above the FAA loudspeaker. Equipped with frequency selector switches and lamps - associated with FAA equipment.
BUZZER - Wired at each position. Buzzer sounds when an incoming call seizes a position and continues until the call is answered or abandoned.
PUSHBUTTON UNIT - Buttons are color coded as follows:
- Green - Center Departure - Land Lines
- Red - Center Arrival - Land Lines
- Yellow - Inter-Facility - Land Lines
- Clear - Override (Intraphone)
RLS (Release) BUTTON - Depression of this button will release any operated land line button.
HS/LS (Headset/Loudspeaker) BUTTON - Successive operations of this button transfers incoming override calls between the headset and TELCO loudspeaker. The lamp under the HS/LS button will indicate which one is activated.
- Lamp bright - loudspeaker
- Lamp dim - headset
LS (Loudspeaker) BUTTON - Turn type button located on the jack assembly panel. Total receiving capability of a position is transferred from the headset to the TELCO loudspeaker regardless of the circuits selected when this button is operated. This includes radio, voice, PL, override and dial land line calls. The talking portion of the circuit remains in operation through the jacks. A hand held microphone should be used for this operation.
LS/LINE CUTOFF BUTTONS - These buttons are operated to deactivate certain voice lines from a position1 s loudspeaker. One additional button, marked with, an arrow ( >), is provided for each line to be cut off at the position. A lamp under the button will indicate the status of the associated line.
- Arrow button lighted - loudspeaker cut off
- Arrow button dark - loudspeaker is on
HEADSET/MIC (Microphone) - The position is activated when the headset or microphone is inserted into the jack. Removing these instruments makes the position inoperative and releases any previously selected line or function except the LS/Line cutoff buttons.
PTT SWITCH - This switch must always be used to key the FAA radio transmitter. It must also be used for land line calls. The PTT switch need not be operated for override calls.
BACKLIGHTING AND STATUS LAMP - A turn type knob, located on the jack panel assembly, is used to control the intensity of the lighting of the position button unit.
LAND LINE PICKUP BUTTONS - Land lines are used for communication between FAA facilities. The pickup buttons are electrically locking. The button is depressed and released to activate the line. With this locking feature, a disconnect is accomplished by:
- Operation of another land line pickup button
- Operation of the RLS (Release) button
- Removal of the instrument (headset or hand mic) from the jacks The status lamps under the buttons provide the following indications:
- Dim - Circuit idle
- Bright - Circuit in use at another position
- Flashing - Incoming Call (Buzzer will also sound)
- Fluttering - Circuit in use at originating position
RDQ (Radio) BUTTON - Non-operative button.
The 8 tat us lamp under the button will flutter while the position is connected to radio.
INTRAPHONE OVERRIDE FEATURE (non-locking buttons) - Circuits are provided to permit override of other selected positions. The non-locking button Is depressed and held down to perform this function. Regardless of which position initiates an override, a two-way conversation Is possible. If the overridden controller is using a land line, a three-way conversation Is possible. If either Is using radio, the aircraft can hear only the controller who originated the radio connection.
TRAINEE JACK PRE-EMPTION FEATURE - The trainee's headset is plugged into the green "CONT" (right) set of jacks. The instructors headset is plugged into the yellow "INST" (left) set of jacks. Operation of the instructor's PTT switch Immediately cuts off the student controller's transmission. The PTT switch which disables the student's ability to transmit must also be operated to allow the instructor to transmit on radio and land line connections. It need not be operated when the position is in an override condition. When a radio line and an override are being used simultaneously by the student, the instructor can be heard by all parties should he elect to pre-empt.
SIMULTANEOUS OVERRIDE/RADIO OPERATION - When a controller is using a radio and then depresses a non-locking override button, the radio is not released, thus permitting simultaneous operation. A maximum of four buttons may be held down without affecting transmission quality appreciably.
ORIGINATING A LAND LINE CALL (RADIO AND NON-RADIO POSITIONS) (Dial, voice or automatic signalling)
1. Select an idle line (line lamp dim)
2. Depress and release line pickup button (lamp brightens) 3.a. Dial signalling -
Dial the desired code
b. Voice signalling -
Operate the PTT switch-request the desired position to pickup the designated line
c Automatic signalling -
Buzzer is activated at the called location
4. When called party answers-operate PTT switch to talk
5. Depress the RLS button upon completion of conversation or another line pickup button if you wish to originate or answer another call (lamp dims).
ORIGINATING AN OVERRIDE (RADIO AND NON-RADIO POSITIONS)
1. Depress and hold down pickup button of position to be overridden
2. Listen for conversation
a. Conversation not heard-establish voice call
b. Conversation heard-enter as appropriate
NOTE: -Full 3 way conversation is possible if overridden controller is on land line.
-3 way conversation is possible if controller is using radio to talk to aircraft, except aircraft cannot hear overrider.
ANSWERING AN INCOMING LAND LINE CALL (RADIO AND NON-RADIO POSITIONS)
Dial or automatic signalling -
1. Line status lamp flashes and buzzer sounds
2. Depress and release the button over the flashing lamp (lamp becomes steady)
3. Operate the PTT switch and answer the call
4. Depress the RLS button upon completion of conversation or another line pickup button if you wish to originate or answer another call
Voice Signalling -
1. Voice caller indicates the desired position
2. Called position depresses the appropriate button as directed by caller
3. Operate the PTT switch and answer the call
4. Depress the RLS button upon completion of conversation or another line pickup button if you wish to originate or answer another call (lamp dims),
1. PTT operation is not required
2. If the position is in loudspeaker mode (HS/LS lamp bright) - the overrider will be heard from the loudspeaker.
3. If the position is in headset mode (HS/LS button dim) the override
will be received in the headset
NOTE: -The override condition can only be terminated by the overrider.
The override can be transferred between the LS (loudspeaker) or HS (headset) if desired. -More than one controller can override the same position simultaneously.
ORIGINATING A RADIO CALL (RADIO POSITIONS ONLY)
1. Select the desired radio frequency by operating cfte appropriate key in the FAA radio frequency selecting panel
NOTE: -After selection, the incoming radio signals are guarded at all times by either the FAA loudspeaker or the TELCO system.
2. Operate the PTT switch to transmit
NOTE: -Radio is transferred from the headset to the TELCO loudspeaker when:
a. Another locking type button is operated.
b. The LS transfer key on the jack panel is operated.
c. The position is vacated (all instruments removed).
INCOMING OVERRIDE TO POSITION USING RADIO
1. The override can be answered without operating the PTT switch. If the PTT switch is operated, the overridden position is heard by both radio
and the overrider.
2. When an override is received during a radio conversation with an aircraft, a three-way conversation is possible except that the aircraft cannot hear the overrider.
3. If you are overridden while talking simultaneously to an aircraft and a held-down line, the aircraft can hear you only. The overrider and the far end of the held-down line will hear you but will not be able to hear each other.
SIMULTANEOUS OVERRIDE/RADIO OPERATION
1. Depress and hold down the desired circuit buttons
2. Operate the PTT switch and talk simultaneously to the radio and held-down lines
3. Simultaneous operation to as many as four override lines is possible A. While arranged for simultaneous operation and the PTT switch is not
operated, you can talk to overrider only,
POSITION #41
LOCAL CONTROL #1
LCL/I W
DESK
RDO
1
 
ARR E
7SEQ
 
I4L MON 13
 
EXP
1
1?
       
DPT E
2
 
ARR E
8
 
D/APC
MON 14
 
EXP 2
20
       
DPT W
3
 
RAD CORD 9
 
I4R MON
15
 
EXP 3
21
       
Df>T S
4
 
ARR W
10
 
16
 
22
       
S/SAT ARR 5 E
 
S/SAT ARR II w
 
17
 
23
       
RLS
6
 
ARR W l2SEQ
 
N/SAT 18
 
HS/LS 24
POSITION #56
CLEARANCE DELIVERY/FLIGHT DATA
FLT DATA
2
DESK
RDO
1
 
HELI 7
   
CTR OFF/T
2 E
 
OFF/T DIAL 8
   
CTR OFF/T 3 W
 
9
   
CTR
OFF/T 4 S
 
10
   
CTR OFF/T 5 SW
 
II
RLS
 
HS/LS
6
 
12
ko
O'Hare Interphone System
Landlines
a. Auto-ring
CTR off/T CTR off/T CTR off/T CTR off/T
b. OfT/T Dial
S W E SW
East Center
South Center
Southwest Center
West Center
West Satellite
West/Southwest (Midnights)
East/South (Midnights)
ARTCC Watch Supervisor
ARTCC Data Systems
Glenview NAS
Haley AAF (FSN)
c. Heli Line
Meigs Midway Palwaukee DuPage FSS
South Departure West Departure East Departure Southwest Departure
25 45 62 64 67 79 25 22 88 26 30
28 29 32
Supervisor 42
Coordinator 43
Air-Ground 45
Teletype 46
2. INKOUSE FREQUENCIES
Local #1
120.75
390.9
 
Local #2
118.1
390.9
 
Outbound Ground
121.75
3HQ.6
 
Inbound Ground
121.9
3^8.6
 
Clearance Delivery-
121.6
3W.6
 
East Departure
125.0
337-^
 
South Departure
127.^
269.5
 
West Departure
125. h
290.2
 
East Arrival
119.0
353.9
 
West Arrival
125.7
363.8
 
South Satellite Arrival
126.05
388.0
 
South Satellite Arrival
119-35
   
South Satellite Departure
118.U
   
North Satellite
13^.U
308.U
(SFA)
   
315.6
(SFA)
   
3^5.2
(SFA)
   
306.2
 
ATIS
113.9
135.15
3. ZAU FREQUENCIES
Vest
127.6
363.2
 
120.6
 
South Low
133.7
387.1
South High
125.2
323.2
East
120.35
317-4
North
125.1
360.6
West Satellite
120.4
 
Farmm Sector
128.05
226.3
MDW Tower
118.7
 
MDW Radar
119.2
 
PWK Tower
119.9
 
CGX Tower
121.3
257.8
NBU Tower
142.74
340.2
 
126.2
 
MKE Radar
123.8
 
Mids
Below 10,000 10,000 or above Mids for south
DPA - Elgin
(INTENTIONALLY LEFT BLANK)
SECTION 4 ATIS
AUTOMATIC TERMINAL INFORMATION SERVICE
CONTENT CRITERIA
Criteria for the content of ATIS messages follow:
a. Keep, messages as brief and concise as practicable. Normally, the message should not exceed 30 seconds.
b. Include only those Notices to Airmen which affect the departure and arrival system.
c. Identify each ATIS message by a specific phonetic alphabet code letter. Except where the number of letters is limited by special programs or equipment, the phonetic alphabet shall be used sequentially beginning with "Alfa" until all code letters have been used. When all code letters have been used, start the sequence again with "Alfa." Once established, this sequence shall continue wihtout regard to the beginning of a new day. In the event of an interruption to the broadcast in excess of 12 hours, start the first message with "Alfa" upon resumption of service.
d. Make a new recording upon receipt of any official weather, regardless of content change and reported values. Also, make a new recording any time there is a change in other pertinent data such as runway change, instrument approach in use, etc.
e. When frequently changing conditions exist or other circumstances warrant, the broadcast may contain the information specified in Message Content below. However, if it does not, add an advisory to the ATIS recording as follows:
"THE LATEST CEILING/VISIBILITY/ALTIMETER/.(other conditions) WILL BE ISSUED BY APPROACH CONTROL/TOWER."
MESSAGE CONTENT
ATIS message content and sequence shall he:
a. Airport identification and the phonetic alphabet code of the ATIS message
b. Time of the Weather Sequence. Weather information consisting of ceiling, visibility, obstructions to vision, temperature, wind direction (magnetic) and velocity, altimeter and other pertinent remarks. If the weather is above a ceiling of 5000 feet and visibility is 5 miles or more, inclusion of the ceiling, visibility and obstructions to vision in the ATIS message is optional. A remark may be made, "The weather is better than 5000 and 5."
c. Instrument approach in use or that a vector to the traffic pattern will be provided for specific runway/s. (Landing runway need only be given if different from that to which the instrument approach is made.)
d. Departure runway/s. (To be given only if different from landing runway/s or in the instance of a "Departure Only" ATIS.)
e. Pertinent NOTAM's and Airman Advisories.
f. Instructions for the pilot to acknowledge receipt of the ATIS message by so informing the appropriate controller on initial contact. Include the phonetic alphabet code.
EXAMPLE: O'Hare information Alfa 1300 weather measured ceiling
600 overcast, visibility one, fog, temperature seven
one. Wind one six zero at five. Altimeter two niner
niner two. Simultaneous ILS approaches runways ikL
and ikB. in use, departing runways 9L and 9R, All
departures contact clearance delivery on 121.6 prior
to taxi. Advise you have Alfa.
k6
SECTION 5 NOISE ABATEMENT PROCEDURES
NOISE ABATEMENT PROCEDURES.
The shift supervisor shall be responsible for ensuring that the
following noise relief procedures are implemented.
Whenever wind and weather conditions permit, runway configurations shall be rotated every eight hours so as to provide equitable noise relief for surrounding communities. The actual time of change will, of course, be determined by the supervisor so as to minimize the impact on traffic and controller workload.
Use noise abatement runways when acceptable to the pilot for turboprop, turbojet, and large prop aircraft* provided the following conditions are met:
Runways are clear and dry; i.e., there is no ice, slush, etc., which might make use of noise abatement runway undesirably. Wind velocity does not exceed 15 knots.
Any cross wind does not exceed 80 degrees from either side of the centerline of the runway in the direction of use.
Unless emergency conditions exist or parallel approaches are in progress, approach control shall vector all arriving turbojet aircraft at or above 4,000 MSL until intercepting the glide slope or established on final approach. Aircraft may be vectored to intercept the final approach course at a point no closer than 11 miles from end of runway is approximately 4,300 feet.
*NOTE: As used herein, the term "large prop aircraft" refers to propeller-driven aircraft of more than 12,500 pounds. It also includes, for noise abatement purposes, Twin Beech (BE-18) aircraft.
PROCEDURES FOR APPLICATION BETWEEN 2200 AND 0700 LOCAL TIME.
When feasible, these procedures shall be implemented before 2200 and
extended beyond 0700.
Unless wind, weather, runway closures, or loss of navigational aids dictate otherwise, the following configurations shall be used. These configurations are listed in preferential order as to their use:
ikR arrivals - 27L and l^R departure runways. If traffic volume dictates, and weather conditions permit, XkL may be used as a second arrival runway.
32L arrivals - 27L and 32L departure runways. If traffic volume dictates, and weather conditions permit, 32R may be used as a second arrival runway.
27R arrivals - 27L and 32L departure runways. If traffic volume dictates and weather conditions permit, 27L may be used as a second arrival runway.
9R arrivals - 91 departures, 9R and ihB. to be the second priority departure runway. If traffic volume dictates, and weather conditions permit, 9L may be used as a second arrival runway.
All IFR turbojet, turboprop and large prop aircraft shall be turned on final approach not below 4000* MSL. If the ceiling permits, all VFR aircraft in the above categories shall be turned on final approach not below 3500' MSL.
Special Departure Headings - assign all turbojet, turboprop, and large prop aircraft the following departure headings:
27L - right turn heading 290° until 3000 feet MSL.
32R - if necessary to use this runway, left turn heading 300° until 3000 MSL.
All other runways - runway heading until 3000 feet MSL. All turbojet engine run-ups shall require the operator to obtain airport management approval. Run-ups shall be accomplished in one of the following:
32L penalty box
32L pad at approach end of runway 9L pad
(INTENTIONALLY LEFT BLANK)
SECTION 6 AIRPORT LAYOUT
AIRPORT LAYOUT WORKSHEET
SECTION 7 STRIP MARKING
a
FDEP CLEARANCE PROCEDURES Ref. 7110.14B
The clearance on FDEP strips are considered valid if RV is bracketed by plus (+) signs. If it is not, call the center and obtain a clearance.
b. All FDEP strips with an amendment number (located between aircraft type and aircraft I.D.) must be verified with ARTCC.
c. All aircraft that have filed above flight level 2k0 shall be assigned flight level 2^0.
d. All aircraft filed over MIU (Milwaukee VOR) above flight level 230 shall be assigned flight level 230.
e. All aircraft that have filed above 5000 shall be issued the appropriate SID.
f. All southbound (Naperville-Joliet) flights that have filed above 5000 shall be assigned 5000.
g. All north bound flights proceeding beyond Milwaukee will have Milwaukee VOR (MIU) listed as the first fix.
h. All fights landing at Milwaukee shall normally be assigned 6000 as their final altitude. The clearance delivery controller shall mark the flight progress strips in red with letters TWR encircled to indicate those flights that are to be handled by the enroute control.
i. MISCELLANEOUS
1. The flight data position is responsible for amending the FDEP clearance and adding the appropriate restriction,
however, the clearance delivery controller is responsible for insuring that the proper restrictions are recorded prior to issuing the clearance to the pilot.
COMMON 3 DKPARTJRES
CHICAGO O'HARE INTL
O'HARE COMMON THREE DEPARTURE (C0MM3.0RD) r:!!c,.
i«\ HI;
O'HARE GND CON 121.9 348.6 O'HAPE CLNC DEL 121.0
O'hare rowm
I 18.1 120 / 390.9 ATIS
128.45 13515
\
NODINE \
NOTE; Chart not to scala.
EAST SECTOR FREQ. | 125.0 337.4 | . Code 0500 i
MILWAUKEE
\
V
A
PIKE
WAUKON
A A BRAVES TAYLOR
\
V
DUBUQUE
\
\
WEST SECTOR l-REQ. | 125.4 290.2 I Code 0200
MALTA
NORTHBROOK ^ % v CHICAGO O'HARE
MUSKY A
POLO
DES
MOINES
/
7^
Chan 86
\
IOWA CITY
\
VAN ORIN
A
\
^ NAPOLEON KEELE'R A
^7SOUTH BENOj
UNION CIT.
V
BRADFORD
JOLIET / /
/
/
/ v
NOTE: Radar Vectored '*
\
A
PEOTONE^
MOLEN
\
\
\
/
HERSCHER A 1 SOUTH SECTOR FREQ.1 A | 127.4 269.5 | Cod« 0200 .
ROBERTS / '------1
A,
WOODLAND JUDYVILLE
DEPARTURE ROUTE DESCRIPTION All aircraft expect radar vectors to appropriate transition. Maintain 5000' or aligned lower altitude. Expect clearance to requested oltitude/fliqkr level fen minutes alter departure, for appropriate departure control frequency see above chart. HE_RSCH;R TRANSITION (CQMM3.9HJ1: Radar vector to HERSCHER INT.
JUDYVILLE TRANSITION (COMM3.3JU): Radar vector to JUDYVILLE" INT.
PIKE TRANSITION (COMM3.3PI): Rador vector lo PIKE INT. VAN ORIN TRANSITION (COMM3.9VQ): Radar vector to VAN ORIN INT.
WOODLAND TRANSITION (COMM3.3XD): Radar vector to WOODLAND INT ' -
ELEV 667
O'HARE COMMON THREE DEPARTURE(COMM3.0RD) Chicago, .u.no.s
20 CHICAGO O'HARE INTL
3.
FDEP DEPARTURE STRIPS
Aircraft Landing at MKE:
NC219
CV58/A
432
60
3347 P0030
ORD
+RV+
ORD 3PI MKE © CSTD
Read:
"North Central two nineteen, cleared to Milwaukee via radar vectors, common three departure, squawk three three four seven." Clearance format:
Aircraft ID cleared as filed, common three over First Fix maintain Altitude, squawk Discrete Code. Example:
American three sixty seven, cleared as filed common three over Van Orin, squawk three six four five."
AA367
B727/A
296
3645 P1415
350
ORD
+RV 9V0+
ORD 9V0 IRK J26 ELP
Read:
k. TCA DEPARTURES
CD shall make up strips on VFR departures containing ID, direction , of flight and altitude requested. If a VFR pilot (arrival or departure) advised that he wishes to operate below the TCA:
a. The departure strip shall be marked as follows:
1. Identification
2. Type
3. VFR
k. Requested altitude and direction
With the information on the departure strip, the departure controller will be able to control the aircraft without asking the pilot questions pertaining to the flight.
1.
Identification
3.
VFR
6. Heading
       
5. Dept. Runway
2.
Type
k.
Reg.
Alt. 7. Alt. Assigned
   
Dir.
of Flight by Local
       
Control
b.
After the strip is
completed,
issue
no verbal clearance - issue
the appropriate beacon code and departure frequency - tell the aircraft to "monitor ground control frequency" - then forward the strip to the appropriate ground controller.
c. Frequencies and beacon codes, unless assigned a discrete code. West South East
125.4-290.2 127.4-269.5 125.0-381.6
Code 0200 Code 0220 Code 0500
sw
5
8
NW
5
8
i\IE
5
8
SE
5
8
0
9
8
6
 
6
 
6
 
6
 
10
/ll
 
7
 
7
 
7
 
7 '
 
12
 
1.
2. 3. 4.
5.
6.
7. 8.
9. 10. 11. 12. 13.
Aircraft ID Type aircraft Destination Contact Time
Estimated time over clearance limi"i Actual time over clearance limit Time departed clearance limit Altitude
Time over approach fix
Time approach clearance issued
Time to leave approach fix inbound
Time over approach fix
Miscellaneous
ORD FORM 7232 3 (4-74)
Items k, 5, 6, 7, 93 10, 11 and 12 need be completed only in the non-radar environment.
AA in
sw
     
 
b. 1 SW
to
   
a. IFR Arrival Strip
2
IME
SE
4
ORD FORM 7232-3 (4-74)
b. TCA Arrival Strip
NW
SE
■3.5
ORD FORM 7232-3 (4-74)
(INTENTIONALLY LEFT BLANK)
SECTION 8 TERMINAL CONTROL AREA
1- CHICAGO TERMINAL CONTROL AREA (TCA)-Group 1
Implementation. On November 3, 1973> portions of the airspace surrounding the Chicago-OfHare International Airport were designated as the Chicago TCA in consonance with recent amendments to the Federal Aviation Regulations (FAR).
Operating Rules and Pilot/Equipment Requirements. Regardless of weather conditions, ATC authorization is required prior to operating within the Chicago TCA. Pilots should not request such authorization unless the requirements of FAR 91.24 and 91*90 are met. Included among these requirements are:
1. A two-way radio capable of communicating with ATC on appropriate frequencies.
2. A VOR or TACAN receiver. This is not required for helicopters.
3. On or before January 1, 1975J A radar beacon transponder having
at least a 64 code capability. This is not required for helicopters or for IFR flights to or from other than O'Hare Airport.
4. After January 1, 1975ϖ A4096 code transponder with Mode C automatic altitude reporting equipment. This is not required for helicopters operating at or below 1000 feet AGL under letter of agreement.
5. A private pilot certificate or better in order to land or takeoff from an airport within the TCA.
6. Unless otherwise authorized by ATC, large turbine-powered aircraft must operate at or above the floor of the TCA while operating to or from O'Hare Airport.
Additionally, there is a 200 knot speed limit for aircraft operating beneath the depicted floors of the TCA.
Flight Procedures.
IFR Flights - Aircraft operating within -the Chicago TCA shall be operated in accordance with current IFR procedures except that pilots of large (over 12,500 lbs.) turbine-powered aircraft must operate at or above the designated TCA floors while arriving/departing O'Hare Airport.
VFR Flights -
1. Arriving aircraft should contact Chicago approach control on specified frequencies and in relation to geographical fixes shown on the chart. Although arriving aircraft may be operating beneath the floor of the TCA on initial contrct, communcations should be established with approach control in relation to the points indicated for sequencing and spacing purposes.
2. Aircraft departing O'Hare are requested to advise the ground controller the intended altitude and route of flight to depart the TCA.
3. Aircraft not landing/departing the Chicago-O'Hare airport may obtain clearance to transit the TCA when traffic conditions permit provided the requirements of FAR 91 are met. Due to the traffic density pilots are encouraged not to request such clearance during the hours of 0700 to 2300.
ATC Procedures.
All aircraft will be controlled and separated by the Chicago approach
control facility while operating within the TCA. Although radar separation will be the primary separation standard used, approved visual separation and other nonradar procedures will be applied as required or deemed appropriate. Traffic information on observed but unidentified radar target will be provided on a workload permitting basis to aircraft operating outside of the TCA.
NOTE: Assignment of radar headings and/or altitudes are based on the provision that a pilot operating in accordance with visual flight rules is expected to advise ATC if compliance with an assigned route, radar heading or altitude will cause the pilot to violate such rules.
2. VFR ARRIVALS
a. VFR arrivals shall not be cleared into the TCA above 65OO MSL. This will eliminate conflictions with 0!Hare IFR arrivals at 7000 MSL.
b. Approach control may assign altitudes below 65OO MSL, in the designated approach control descent areas, provided the altitude does not force the arrival to drop below the TCA.
c. Flight progress strips shall be made out for all VFR arrivals including identification and assigned altitude.
d. VFR arrivals may be requested to enter the TCA at a point and altitude compatible with the approach configuration. VFR arrivals shall be sequenced by arrival control unless this responsibility is delegated to the appropriate departure control.
e. All VFR arrivals, except helicopters, shall be handled by the appropriate arrival/departure controller while in their designated airspace. These arrivals shall be provided separation
while in the TCA, as specified in HANDBOOK 7110 TCA procedures.
f. All VFR arrivals shall be sequenced and shall not be changed to the tower frequency until they have their traffic in sight, or if they are number one, have the runway in sight.
g. When traffic conditions are such that approach control cannot accept additional VFR arrivals, the aircraft should be advised to hold VFR outside of the TCA and given an estimated time when he can be accepted.
3. VFR DEPARTURES
a. Clearance delivery shall make out a strip on all departures, containing identification, direction of flight and requested altitude.
b. The local controller shall restrict the departure to a heading and altitude that is compatible with the IFR operation. The aircraft shall not be assigned an altitude which will put him below the floor of the TCA unless the pilot requests that altitude. The highest altitude issued by local control shall be k^OO MSL.
c. VFR departures requesting to leave the TCA below 1900 MSL may be kept by local control until clear of the TCA provided they are separated from all other traffic and not cleared into that area that lies within ^5° either side of the approach course in use.
d. Departure control may assign altitudes and headings as necessary to effect separation, provided the aircraft is not forced to drop below the TCA. If the departure has requested an altitude above 7000 MSL and his route will not conflict with other traffic, it is permissable to climb the aircraft so as to leave the TGA (above 7000 MSL).
o. As aircraft leave the TCA, the pilot shall be so advised and given his position.
a. All IFR and VFR departures from runways 32's, 4's, or 36 shall be issued a heading that will not conflict with the Pal-Waukee exclusion area until out of 3000. The 3^0 and 030 radials of the ORD VOR clear the FWK exclusion area.
b. Helicopters shall be handled by the local controller and provided separations from all other traffic operating within area "A" of the TCA. Helicopters desiring a higher altitude than 1800 MSL will require additional coordination.
c. If arrivals make their descent on glide path (from 4000) their flight will be contained within the TCA.
d. In the event approach or departure control issues a clearance which requires an aircraft to leave the TCA, the pilot shall be advised when leaving and re-entering the TCA.
e. The procedures contained in this order may be varied provided proper coordination has been effected.
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SECTION 9 t FLOW CONTROL RESTRICTIONS
1. DEPARTURE RESTRICTIONS
Flow restrictions are implemented, for departures, by the Center flow controllers through the assistant chief at O'Hare. If, however, you receive a restriction directly from the ZAU section controller implement the restriction immediately and inform the supervisor on duty. These flow restrictions occur when the system is saturated or when weather (usually thunderstorms) restrict the use of one or more routes.
The restrictions are given in miles or minutes separation required and by requested altitude or aircraft type.
Example; 10 minutes, ELX, J-J, would mean the Center was requiring 10 minutes between jets filed over Keeler regardless of altitudes. Prop aircraft would be unrestricted.
Example; 20 mi., Rtes, 2 & 3, J-J, P-P would mean the Center was requiring 20 miles between two jets and 20 miles between two props filed over routes 2 and 3 westbound. A jet and a prop could go with minimum separation. Route 1, BDF/IRK/9V0 traffic is unrestricted. Example; 15 mi., MIU, High would mean only traffic filed above FL 200 over Milwaukee would be restricted. (The aircraft would still only be cleared to FL 230 as required by the Letter of Agreement).
PROCEDURES; The local controller will provide the required spacing, miles or minutes, over the routes indicated. The ground controller will have to be alert to flow restrictions so that he will be able to assign runways/taxi routes/holding points that will not restrict other traffic unnecessarily. The north and south satellite controllers
will have to coordinate with the tower to get a sequence for their traffic in the affected areas. The departure controller will have to ensure the required spacing exists at handoffϖ
2. SEVERE WEATHER AVOIDANCE PLAN (SWAP)
The purpose of SWAP is to provide alternate departure routes when one or more departure corridors are impacted with weather.
The Chicago Center shall inform O'Hare Tower which departure route(s) are effected by weather. O'Hare Tower shall immediately cancel all automatic clearances for aircraft proposed in the effective route(s). Tower will request individual clearances prior to aircraft departing the gate.
The Chicago Center Manual Controller (east, west, north or south) shall issue a new clearance by specifying the aircraft identification, destination and coded departure route, i.e., American four cleared to SFO via route S33. 0»Hare Tower shall issue the entire alternate route to the pilot by referring to the coded routes. The center departure controller, whose route is effected by weather, shall immediately cancel the original flight plan and enter the revised flight plan into the computer.
Example of a coded route:
S-33 San Francisco RV RBS-CAP J80 OAL-MOD-SFO
HOURLY TRAFFIC COUNT PROCEDURES
Although a major portion of the traffic count is automated by the use of the ARTS III computer, some manual tasks are still required such as sorting strips.
Hourly traffic totals are automatically printed on the ASR-39 teleprinter next to the supervisors desk in the TRACON. These totals are entered on the 0!Hare hourly traffic form and the super visors daily worksheet.
The following is an example and explanation of the hourly automated count:
HOURS COUNT 02:00:00
ORD A 0000/0000/0000 T 0000/0000/0000 M 0000/0000/0000
C 0000/0000/0000
A - Air Carrier
T - Air Taxi
M - Military
C - General Aviation
1 - Departures
2 - Arrival
3 - Red Line Count (when weather is at or below 1900/3) TWR - Tower Enroute
HOURS COUNT 16:00:00
ORD A 0^9/035/000 T 00V006/000 C 00V005/000/000
M 000/000/000/000 LOCAL 000 TOTAL 103 TWR 003 STAGE A 000/T 000 C 000/k 000
SECTION 10 AUTOMATED SYSTEMS DESCRIPTION
1. FDEP Reference N-3
Training Manual
Flight Data Entry and Printout Equipment (FDEP) is used to provide the Tower Gab with machine printed departure strips. In section 7 you saw two examples of those strips. Classroom instruction and OJT for FDEP will be provided to those assigned to the Tower Cab. FDEP is not used in the TRACON.
2- ARTS III Reference N-9
Training Manual
Automated Radar Terminal System III (ARTS III) is a digital solid state computer which displays alphanumeric data on each radar display, such as aircraft identity, altitude and speed. Classroom and OJT instruction will be provided for TRAOON and Tower Developmental ϖ
(INTENTIONALLY LEFT BLANK)
PART 2 TOWER
SECTION 1 DUTIES AND RESPONSIBILITIES
1. GENERAL
There are six positions of operation in the Tower Cab. These are: Flight Data, Clearance Delivery, Outbound Ground Control, Inbound Ground Control, Local Control No. 1 and Local Control No, k,
a. Flight Data: Flight Data is responsible for receiving IFR Clearances (FDEP or Landline), posting weather, making the ATIS broadcast, obtaining codes for TCA departures and assisting clearance delivery.
b. Clearance Delivery: Clearance Delivery is responsible for delivering IFR Clearances, posting gate numbers and taxi times when needed.
c. Outbound Ground Control: Outbound Ground Control is responsible for issuing taxi instructions, assigning the proper runway for direction of flight, e.g. west and southbounds to runway 27 left and east and northbounds to runway 9 left, and forwarding the departure strips to local control in the proper departure sequence.
d. Inbound Ground Control: Inbound Ground Control is responsible for issuing taxi instructions to the parking areas, selecting holding areas for air carriers waiting for gates, and keeping his traffic from conflicting with the outbound flow. City vehicles operating in movement areas and all airport emergency equipment monitor the inbound ground controllers frequency.
e. Local Control: There are two Local Control positions, each having the same basic responsibilities such as arrival/departure
separation, heavy jet separation and initial separation of IFR departures. Each position has a Brite radar display with ARTS III Alphanumeric Data. Both local controllers work almost solely independent of each other.
SECTION 2
TOWER CAB LAYOUT & EQUIPMENT CHECKLIST
TOWER EQUIPMENT CHECKLIST
(Date)
Shift Checks (Signify completion by your initials)
Mid Day Eve
Daily Checks
Brite Displays - correct control setting, MTI, Beacon
Returns, Brightness and contrast control
AIS
ATIS
(To be accomplished on the mid shift) ATCRBS
Electrowriter, FDEP Crash circuit Wind indicators
Weekly Checks
(To be accomplished on the Saturday mid shift) Emergency transceivers Altimeters Clock
SECTION 3 AIRLINE GATES, HANGER & CARGO AREAS
HANGER AREAS
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(INTENTIONALLY LEFT BLANK)
SECTION k AIRPORT RESTRICTIONS
1. GENERAL
a. Use of runway 18/36
(1) Closed for landing north (36) and departing south (18).
(2) Runway 18 landing restricted to twin engine propeller driven aircraft or smaller when wind is less than
20 knots.
b. B7*f7 Restrictions
(1) Cannot taxi on the inner taxiway without escort except around B, C, and K, fingers.
(2) Cannot takeoff on 1+L/22R or %/27R.
c. Use of runway ifR/22L
(1) Northeast landings (kR) have displaced threshold. Usable
length 5870 feet.
(2) The use of runway 22L for departure requires prior city
approval.
d. General Aviation Aircraft
(1) No general aviation parking at airline gates, except DC3 or larger with prior airline approval.
(2) No civilian student training is allowed at O'Hare.
e. Glide Slope Critical Areas
(1) On southeast taxiway from the guard ramp, north of runway 27R.
(2) CAT II hold points at the scenic and the runway 1*fL parallel taxiway, and 1*+R run up pad.
(INTENTIONALLY LEFT BLANK)
SECTION 5 EMERGENCY PROCEDURES
The emergency equipment (Chicago Fire Department and Air Force Fire Department) shall be alerted when, in the opinion of anyone of the following, a potential or actual emergency exists:
(1) The control tower supervisor on duty.
(2) The pilot of the aircraft concerned.
(3) The operator of the aircraft or his representative. (k) A representative of airport management.
Traffic safeguards during alerts when an emergency occurs on the airport proper, the tower will control other air and ground traffic so as to avoid conflicts in the area in which the emergency is handled. This will also apply when routes within the airport proper are required for movements of local emergency equipment responding to or from an emergency which occurs outside the airport proper.
(1) At all times during alerts, at least one member of the emergency crew will monitor the appropriate tower frequency.
(2) All emergency equipment will hold clear of the runway(s) until clearance is received from the tower.
Additional emergency notification after the emergency equipment has been alerted, facility personnel shall notify only the following:
(1) The local aircraft operator or his representative.
(2) The representative of the airport management.
It shall be the responsibility of the airport management to provide any other notification of agencies or personnel thai-may be required.
Types of Alerts: To avoid complications or misunderstandsngs, only two types of alerts will be used:
(1) Generally an ALERT is a warning for a potential accident and normally requires that Emergency Crews standby adjac■ ■■ to the tower-designated runway, while CRASH-FIRE is an accident in being. Basically, time is the prime consider: in the execution of established procedures. Specifically, ALERTS are primarily associated with air-borne aircraft and are declared by the pilot in command as an existing or suspected emergency. Engine, landing gear, and con -trollability malfunctions are the most common causes for a landing under these conditions. ALERTS that will be diverted to NAS, Glenview, Illinois. The condition of CRASH-FIRE exists after an accident has taken place* Cod sequently, little or no warning is received. In order ' ϖ preserve lives and contain damage, it is essential thai rapid and accurate communications and procedures be employed. FAA Control Tower Action
(1) Notify Chicago Fire Department and Air Force Fire Deparirn
(2) When an emergency occurs within the boundaries of the A r
port, the tower shall control other air and ground traffic so as to avoid conflicts in the area.
(3) The tower shall instruct emergency crews as to location and type of emergency. Emergency equipment is provided with two-way radio on 121.9 m.c, and shall be mointored at all times during emergencies. The identification "Charlie Fox Dog" for Chicago Fire Department and "Air Force Emergency" for Air Force Fire Department shall be used in all communications with the emergency crew after they have left the fire station.
(4) The tower shall notify the airline involved by dialing the airline flight dispatch office.
f. Reporting "Suspicious Material" Threat: The airline involved without delay, will notify the following:
(1)
Control Tower
(Dial 2100)
(2)
Police
(Dial 2230 if busy
(3)
 
9-PO-5-1313)
F.B.I.
(Dial 431-1333)
W
City Operations
(Dial 2255)
(5)
Tour Foreman at the Post Office
(Dial 2120)
(6)
REA (Air Express)
(Dial 585O)
g. Control Tower: Control Tower receiving its information from the airline involved or directly from the aircraft, will alert the Fire Department without delay and give location of the aircraft when on the ground, or its location upon landing. Control Tower will notify the Aviation Safety Office (Dial 827-6623).
Search Area: The aircraft, baggage, etc., shall be moved once to the search area to be used. Primary consideration must be given to the safety of the lives and property, and also safety and comfort of the passengers from the aircraft, Search area will be one of the following:
(1) Warm-up pad adjacent to runway 32L.
(2) Warm-up pad and ramp between runway 32R and the Old Military Alert Hangars.
(3) Warm-up pad adjacent to runway 9L» {k) Involved Airline Hangar Area.
(5) Involved Airline Cargo Area.
SECTION 6 AIRPORT LIGHTING AND WORKSHEET
1. APPROACH LIGHTS
Operate approach lights:
a. Between sunset and sunrise when one of the following conditions exists:
(1) They serve the landing runway,
(2) They serve a runway to which an approach is being made but aircraft will land on another runway.
b. Between sunrise and sunet when the ceiling is less than 1000 feet or the prevailing visibility is less than 3 miles and approaches are being made to:
(1) A landing runway served by the lights.
(2) A runway served by the lights but aircraft are landing on another runway.
(3) The airport, but landing will be made on a runway served by the lights.
c. As requested by the pilot.
d. As you deem necessary, if not contrary to pilot1s request. ALS Intensity Settings
Operate ALS intensity controls in accordance with the recommended values in the accompanying intensity setting table except:
a. When facility directives specify other settings to meet local atomspheric, topographic, and twilight conditions.
b. As requested by the pilot.
c. As you deem necessary, if not contrary to pilot's request.
STEP
ALS Intensity Setting
Visibility—(Applicable to runway served by lights)
DAY NIGHTS
5 Less than 1 mile* when requested.
k 1 to 3 miles "When requested.
3 3 to 5 miles * Less than 1 miles.*
2 When requested 1 to 3 miles.
1 Greater than 5 Greater than 3
miles miles * and/or 6000 feet or less or RVR on the runway served by the ALS and RVR.
NOTE: SFL are a component of the ALS and cannot be operated when the ALS is off.
SEQUENCED FLASHING LIGHTS
Operated Sequenced Flashing Lights:
a. When ceiling is below 1000 feet or the visibility is less than 3 miles and approaches are being made to the runway served by the associated ALS.
b. As requested by the pilot.
c. As you deem necessary, if not contrary to pilot's request. RUNWAY LIGHTS
Operate runway lights serving the runway in use as follows: a. Between sunset and sunrise:
(1) For departing aircraft-before the aircraft taxies onto
the runway and until it leaves the traffic pattern or the pilot no longer needs them. (2) For arriving aircraft-before an IFR aircraft begins final approach, or a VFR aircraft enters the traffic pattern, and until it taxies off the runway.
b. Between sunrise and sunset when ground visibility for the runway is less than 2 miles-as specified in a(l) and (2) above.
c. At other times and when you consider it necessary and as required by local instructions.
k. HIRL ASSOCIATED WITH MALS/RAIL, RUNWAY 9L
Operate HIRL which control the associated MALS/RAIL in accordance with the accompanying intensity setting table except:
a. As requested by the pilot.
b. As you deem necessary, if not contrary to the pilot!s request.
HIRL associated with MALS/RAIL
VISIBILITY
STEP
DAY
NIGHT
5
Less than one mile
When requested
1 to 2 miles
Less than one mile
3
When requested
1 to 3 miles inclu-
sive
When requested
Over 3 to 5 miles
inclusive
When requested
More than 5 miles
5- HIGH INTENSITY RUNWAY, RUNWAY CENTERLINE AND TOUCHDOWN ZONE LIGHTS Operate high intensity runway and associated runway centerline and touchdown zone lights in accordance with the accompanying intensity setting table, except: (T).
a. Where a Facility Directive specifies other settings to meet local conditions,
b. As requested by the pilot.
c. As you deem necessary, if not contrary to pilot request,
HIRL, RCLS, TDZL Intensity Setting VISIBILITY
STEP DAY NIGHT
5 Less than 1 mile* When requested. k 1 to 2 miles in- Less than 1 mile*, elusive*
3 When requested 1 to but not includ-
ing 3 miles.*
2 When requested 3 to 5 miles inclu-
sive.
1 When requested More than 5 miles,
6. RUNWAY END IDENTIFIED LIGHTS
When separate on-off controls are provided, operate runway end identifier lights:
a. When the associated runway lights are lighted. Turn the REIL off after:
(1) An arriving aircraft has landed.
(2) A departing aircraft has left the traffic pattern area.
(3) It is determined that the lights are of no further use to the pilot.
b. As required by Facility Directive to meet local conditions.
c. As requested by the pilot.
VISUAL APPROACH SLOPE INDICATORS (VASI)
Operate the VASI in accordance with the accompanying table.
a. As required by Facility Directive to meet local conditions
b. As requested by the pilot.
VASI Intensity Setting STEP PERIOD/CONDITION
High Day-Sunrise to Sunset. Medium Twilight-30 minutes after sunset and 30 minutes before sunrise. Low Night-30 minutes after sunset to 30
minutes before sunrise. NOTE: Standard 4-box VASIs are not provided with remote intensity, monitor and on-off controls. These systems remain on at all times and are equipped with photo-electric high-day/ low-night intensity controls.
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SECTION 7 ARRIVAL CONFIGURATIONS AND DECENT AREAS
180° 30ME0
MDW270°
PARK.
PARALLEL 14
PARALLEL 4
PARALLEL 32
PARALLEL 22
PARALLEL 9 PARALLEL 27
PWK 090°
2NM N
MDW 270° __
MDW 090°
lima 360°
I4R& 22R
180° ROMEO
MDW270
27L & 22 R dpa090'
PARK
SECTION 8 KJTOX VISIBILITY AND TOEKSHEET
J.asuw prevailing visibility information and RVR or RW for the runway in use to a departing aircraft before take-off when any of the following exists:
a. Prevailing visibility is 1 mile or less.
b. RW is 1 mile or less.
c. RVR is 6,000 feet or less.
ARRIVAL VISIBILITY
Issue prevailing visibility information and RVR or RW for the runway in use to an arriving aircraft as follows:
a. Approach control-when prevailing visibility or RW is 1£ miles or less or when RVR is 6,000 feet or less.
b. Local or final controller-when RVR is ^,000 feet or less.
ROLL-OUT RVR READING
When RVR is issued to an arriving or departing aircraft, include the roll-out RVR reading if it is less than 2,000 feet and less than the touchdown RVR reading.
BELOW MINIMA NOTIFICATION
Inform an aircraft of a change in the prevailing visibility, RW, or RVR which indicates that the visibility is below the published minima for the particular approach being executed.
, Report RVR information, wherever operational, irrespective of subsequent operation or nonoperation of navigational or visual aids for
the application of RVR as a take-off or landing minimum. RVR meter indications are based on HIRL setting 5«
DEPARTURE VISIBILITY MINIMUMS WORKSHEET Runways
14R
14L
22R
22L
27R
27L
32R
32L
04R
04L
09R 09L 36
(INTENTIONALLY LEFT BLANK)
SECTION 9 ASDE AND BRITE RADAR
(INTENTIONALLY LEFT BLANK)
(INTENTIONALLY LEFT BLANK)
SECTION 10 OBSTRUCTION AND ADJACENT AIRPORT CHART
ADJACENT AIRPORTS
UGN
SECTION 11 TOWER VISIBILITY
INCREMENTS OF
1/16
 
1/8
1A
FROM 0
3/8
1 1A
2
1/16
1/2
1 3/8
2 1A
1/8
5/8
1 1/2
2 1/2
3/16
3A
1 5/8
 
1A
7/8
1 3A
 
5/16
1
1 7/8
 
TO 3/8
1 1/8 2
 
1/2_1
2 1/2 3 10 15
3 ^11 20
5 12 25
6 13 30
7 1^ 35
8 15 ko
9 Etc.
If you determine the visibility to be half-way between two of the reportable values, REPORT THE LOWER VALUE.
Tower personnel shall report prevailing visibility at the tower level whenever the visibility at either the Tower level or the usual point of observation is LESS THAN k MILES.
The National Weather Service personnel shall notify the tower as soon as possible whenever the prevailing visibility at the usual point of observation decreases to less than, or increases to or exceeds, k miles.
In the table below, you will find the values used to report visibility. Remember, they are reported in statute miles and fractions at land stations.
Reportable Values (Miles)
control1 V tower
2 miles
2-g miles
"~ "usual" "poTnt""of *
observation
control tower
10 miles
2 miles
usual point of ~ ground fog observation " - ^ _ ^ ^ ^w j
prevailing visibility ! 2 . remarks : sfc vsby 2^
Figure 1. Tower visibility is prevailing because it is in the obscuration and twice the tower visibility does exceed the surface visibility.
prevailing visibility'. 2 remarks: twr vsby 10 gfdep 20
Figure 2. Surface visibility is prevailing. Tower is not in the obscuration. (6 miles or less)
TOWER VISIBILITY is PREVAILING when three conditions are met. Answers to the following three checklist questions must ALL be "YES".
a. Is the surface visibility less than k miles?
b. Does TWICE the tower visibility EXCEED the surface visibility?
c. Is the tower visibility 6 miles or LESS? (Is the tower in the obscuring phenomena?)
control tower .
i mile
7 - 2 miles
usu mTpoin t "of
observation
.y?.1:'".',. 'f i ijii" j'* .' j Tf\ ir;.i j'i;:'-,i
prevailing visibility : 2 remarks i twr vsby i
Figure 3« Surface visibility is prevailing because twice, the tower visibility does not EXCEED the surface visibility.
.control* :
tower V."-"- ϖ ϖ
i
v^:".vr;^friSmilesK
usual point of -J.fi v, observation :?/.-':v ''
PREVAILING VISIBILITY: 5
Figure 5. The surface visibility is prevailing because it is more than 4 miles.
control tower
3 miles ---4>.
4 miles
usual point of observation .:
prevailing visibiuty: 4 remarks: none
Figure 4. Surface visibility is prevailing since it is not less than k miles. Since tower visibility is less than k miles, controller must report it to the surface observer.
control tower
2 Vj miles
3 miles
usual point of observation
PREVAILING VISIBILITY: 2 1/2 REMARKS: SFC VSBY 3 Figure 6. Tower visibility is prevailing because twice the tower visibility exceeds the surface visibility.
(INTENTIONALLY LEFT BLANK)
SECTION 12 TOWER NON-RADAR DEPARTURE PROCEDURES
a.
1 MINUTE
1. INITIAL SEPARATION OF SUCCESSIVE DEPARTING AIRCRAFT
a. Minima on Diverging Courses: Separate aircraft that will fly-courses which diverge by ^5 degrees or more after departing the same or adjacent airports by use of one of the following minima: (1) Between aircraft departing from the same runway:
(a) When aircraft will fly diverging courses immediately after take-off-1 minute until courses diverge.
(b) When aircraft will fly the same course initially but will fly diverging courses within 5 minutes after take-off-2 minutes until courses diverge.
(c) When aircraft using IME will fly the same course initially but will fly diverging courses within 13 miles after take-off-3 miles until courses diverge.
b.
MINUTES MINUTES
I 1 I
Between aircraft de
d.
parting in the same di-
rection from different
runways whose center-
lines are parallel and separated by at least 3,500 feet-authorize simultaneous take-offs when the aircraft will fly diverging courses immediately after take
t
off.
PART 3 TRACON
SECTION 1 TRACON LAYOUT
(INTENTIONALLY LEFT BLANK)
0 'HARE TRACON
1. Supervisory Console
2. Front door
3- Corrmrucation Room doors
h. Radar control panel & stand-by transmitter/receiver panel
5- ILS monitor panel
6. Communication room
7. ASR 37
8. Traffic count desk
9. Supply cabinet 10.. Briefing desk
11. Radar equipment room door
12. Radar equipment room
13* Expanded radar (ETG Training)
1*f. Expanded radar (ETG Training)
15- Expanded radar (ETG Training)
16. North Satellite
17. East Departure
18. Handoff
19- Expanded radar
20. East arrival handoff
21. East arrival
22. Arrival configuration status board
23. Vest arrival
2k. West arrival handoff
25. Expanded radar
26. Coordination
27. Handoff
28. South Departure
29. West Departure
30. Eandoff
31. South satellite departure
32. South satellite arrival
33. Expanded radar (ETG Training) 3^. Expanded Radar (ETG Training)
35. Expanded Radar (ETG Training)
36. Expanded Radar (ETG Training)
37^ Supervisor Keyboard (ETG Training) 38. Expanded Radar (ETG Training)
39' Monitor Scope kO. Expanded Radar
if1. Monitor Scope
(Intentionally Left Blank)
SECTION 2 DEPARTURE CONTROL
1. GENERAL PROCEDURES
a. All O'Hare departures shall be issued the current O'Hare SID. All aircraft not familiar with the current SID and cleared out at 6000 or above shall be restricted 5000.
b. O'Hare and satellite airport departures shall not be climbed above 5000 feet unless the departure controller has:
(1) Coordinated the departing aircraft's climb with the appropriate arrival or departure position, or
(2) Determined by use of the "quick-look" feature of
the ARTS there is no confliction arrival/over traffic.
c. Except for the tower enroute arrival airway in use, 6000 is delegated to departure control outside of the defined approach descent area in use and shall primarily be used for the shuttling of satellite traffic through the O'Hare airspace.
d. The O'Hare VOR/DME may be used when it becomes necessary to restrict the departure turn-out radius.
e. South satellite shall be advised of any southbound traffic at 8000 or below or slow-climbing high altitude traffic.
f. South satellite shall be advised of any departures unable to cross a line four miles north of andjparallel to the 270° bearing of Midway at kOOO or above and any departure unable to cross the 270° bearing of Midway at 5000 or above.
g. O'Hare departures shall not be assigned less than 4000 without prior coordination. The departure controller will use the altitude restriction light to restrict O'Hare departures to ^000.
h. On-top clearances may be approved provided they will be on top before leaving the approach control airspace and will not conflict with IFR traffic.
i. When the north satellite coordination light is on, the local controller shall issue headings that will prevent O'Hare departures entering that area north and northeast of O'Hare, which lies between the localizer and the 27R localizer.
j. When the south satellite coordination light is on, the local controller shall issue headings that will prevent O'Hare departures entering that airspace that lies south of and between the 0!Hare runway extension and a line formed between the approach end of O'Hare runway kR and Park Intersection. After coordination with west departure, if the pilot agrees to comply, westbound props departing runways 1^ or 9 may be issued a right turn to 270° to complete the turn within three ME of O'Hare.
k. The south departure controller shall ensure that slow climbing southbound departures are west of a north-south line through Midway but no further west than two miles west of Big Run prior to crossing the O'Hare 20-mile range mark.
2o PROCEDURES AND RESPONSIBILITIES a. Chicago Center
(1) Clear departures over the following fixes:
(a) East Fix
Musky/Keeler
South Bend/Union City
(b) South Peotone/Roberts, Herscher
Woodland, Molen, Judyville (When split: South High 10000 and above South Low 9000 and below)
(c) West Van Orin/Bradford
Iowa City
Dubuque
Polo/faalta
(d) North Milwaukee/Taylor
(2) Provide ORD with a radar handoff on en route traffic on V92 at and below ^k000 feet and retain aircraft on Center frequency.
(3) Advise all towers within ORD airspace which sector to call for south clearances.
b. 0*Hare Departure
(1) Provide radar handoffs on all departures and assure that handoffs are effected prior to the time the departure exits the ORD approach control area.
(2) Provide five (5) miles in-trail minimum separation on jet
departures requesting clearances above FL 200 which are proceeding over a common fix including the traffic departing satellite airports. (Exception:
(a) Departures proceeding EON j73 may be parallel with departures EON-FWA.
(b) MDW/ORD eastbound may be parallel)
Restrict departures to a maximum altitude of 10,000 until established within the departures climb corridor serving the Center sector to which a radar handoff must be effected, as depicted in Attachment "A".
Assure that aircraft do not penetrate Areas A, B, C, and D as depicted in Attachment "A", unless specific authorization is obtained from Chicago Center. (FDEP strips in relation to Areas A, B, C, and D do not imply authorization.) Assure aircraft departing MDW westbound over Hinckley/Scar-boro are established on a 270° heading between Brookeridge Airport and Big Run Intersection.
Assign departures a maximum altitude of FL2^0. (Exception:
(a) Northbound departures maximum altitude of 23,000 and
(b) Hinckley/Scarboro and Joliet departures a maximum of 5000)
Not violate the HPASA's of clearance limit fixes. (Exceptions: The holding pattern depicted for Round Lake will only be protected when advance information is received on an inbound.)
(8) Separate departure traffic from that en route V92 traffic 11f, 000 feet and below.
(9) When handoffs cannot be effected, take the following action in the priority listed:
(a) Immediately stop all pending departures predicated on a handoff procedure.
(b) Continue handoff attempts on aircraft already airborne utilizing other communications methods until the aircraft exceeds the normal handoff points.
(c) Effect a communications change at that point to the appropriate Center sector frequency.
(d) Allow the first such departing aircraft to climb to the Center assigned altitude.
(e) Provide succeeding airborne aircraft non-radar separation from preceding aircraft.
(f) Insure that the clearance issued to the pilot is the same as the last coordinated clearance.
(10) Establish departures on the following headings:
Fix Heading
(a) East Musky (3US)/Keeler (ELK) 090
South Bend/Union City (3UC) 090
(b) South Peotone (E0N)/Roberts (RBS) Direct Heading
Herscher (9HJ), Molen (3MS) Heading
Judyville (3JU), Woodland (3XD) Heading
Fix
Heading
(c)
West Van Orin (9VO)
270
Iowa City (IOW)
Dubuque (DBQ)
Polo (PLL)/MALTA (3MH)
270
270
270
(d)
Northbounds
360° (S.
(See Note)
NOTE: This traffic shall be in accordance with
the preferred northbound flow of traffic as dictated by ORD runway configuration, O'Hare Runway Configuration Traffic Flow
^k, 09, Ok, 14R/22R, llfL/09R, East of N/S line 14R/09R through ORD
32, 27, 22, 22R/27L, 32L/27R West of N/S line
When south is split, and no other preceding traffic is a
factor, handoff aircraft climbing to 10,000 and above to
the High side, regardless of vacating altitude.
When south is split, establish traffic climbing to 10,000
and above on heading when Low traffic (9>000 and below)
is a factor. Relay headings to the approriate departure
sectors.
through ORD
3. ALTITUDE VERIFICATION AND QUICK-LOOK
a. If on initial contact with departure control, the pilot does not volunteer an actual altitude report, the controller shall request a report prior to the aircraft leaving 2000.
b. If there is a discrepancy (300' or more) between the pilot's report and the displayed altitude the pilot shall be advised to turn his altitude readout equipment off.
If the displayed altitude is within the 300 foot tolerance, the information may be considered as accurate and verified.
c. In any event, it is the responsibility of the departure controller to verify the altitude or have the pilot turn his equipment off prior to leaving 2000.
d. The verification procedures is applicable to all Mode C equipped O'Hare and satellite departures.
e. When quick looking a departure position, the altitude displayed by that position's traffic above 2000 may be considered as verified and used for separation purposes.
Plant Intersection southwest to COT, thence west via the centerline of V92 until a point six miles east of the JOT VORTAC, thence direct to a point four miles northeast of JOT VORTAC on V69, thence direct VAINS Intersection, direct Dupage VOR, direct to a point on the OBK 270R at 28 DME, thence via a line passing through BELLA Intersection to a point U2-30-00 north latitude, 88-27-00 west longitude, thence via east along ^2-30-00 north latitude to intercepting V7E, thence southeast via V7E to a north/south line running through Base Intersection direct Streamboat Intersection, thence southeast to point of origin.
INDICATES APPROACH CONTROL BOUNDARY 10,000 & BELOW
42* 30'00" NORTH LAT.
CGT
Area "1" - At altitude assigned by ZAU from the JOT VORTAC north via the 006 radial until the north edge of V69, thence northeast via the north edge of V69 until the ORD boundary thence south and east via the approach boundary until the south edge of V69 thence southwest via the south edge of V69 until centerline of V38, thence northwest via centerline of V38 to JOT VORTAC. Area "2" - Altitude assigned by ZAU from Piano Intersection northwest along the west edge of V171 to the north edge of V10 thence northeast along the north edge of V10 to the Chicago Center/0!Hare Tower Approach Control boundary thence south via the approach control boundary to the south edge of V10 thence southwest via the south edge of V10 to the west edge of V171 thence direct Piano.
Area "3" - At Altitudes assigned by ZAU from 3UJ Intersection k miles on each side of the OBK 077 radial until the ORD approach boundary, east edge being V7E.
Area "A" - 3000 feet and below from a point at the east approach control boundary and the south edge of V6. West via the south edge of V6 until intercepting a line parallel to and klM northwest of the CGT 0*4-6 radial southwest via the kM parallel to the centerline of V92.
Area "B" - 2500 feet and below within the area of the kM arc of Joliet Airport within the permanently delegated airspace of ORD Tower.
Area "C" - Runway k - kOOO feet and below. All other times 6000 feet and below starting at the Chicago Center/O'Hare Tower Approach Control boundary at the south edge of the west departure climb corridor direct to the intersection of ORD 235/J0T 006 thence direct to the intersection of the south edge of V10 and a line four east of the parallel to the JOT 006 R to kM of JOT on V69 thence direct Vains thence direct starting point. Area "D" - 2500 feet and below from a point at the intersection of the O'Hare Tower/Chicago Center boundary and kW. south of the 0BK 270 radial thence direct to the intersection of the 3NM arc of C06 (Elgin Airport) and the 0BK 2^3 radial thence clockwise via the 3NM arc of Elgin Airport until intersecting the JOT 006 radial, thence south until intersecting the kTM arc to DPA Airport thence clockwise via the kJM arc of DPA, until intercepting a tangent line four east of and parallel to the JOT 006R thence south via the line four east of and parallel to the JOT 006R to
the intersection of k south of ORD 235R/J0T 006R thence to the intersection of the delegated airspace/southern limit of the west climb corridor thence via airspace boundary to starting point. (This southern edge of "Area D" is the same as the northern edge of "Area C". ) e. Area "E" - 7000 feet and above from the Bellalntersection east to the ^2-23-15 north latitude, north/south line thru Base Int* section and Streamboat Intersection, thence north to airspace boundary, thence north and west along the approach control boundary back to the point of origin.
CHICAGO APPROACH DELEGATED AIRSPACE AND EXCLUSION AREAS
5.
ATTACHMENT "A" - CLIMB CORRIDORS
North: West of V7, and east of FARMM HP AS A.
East: South of 9BC HP AS A, and north of V6.
South: West of CGT HPASA, and east of JOT HPASA.
West: South of FARMM HPASA, and north of an east/west line through 3RN.
   
   
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DEPARTURE ROUTES ABB ilAi"' OFF POIHTS
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ALTITUDE RESTRICTION LIGHT
4000 feet altitude restriction light.
When it is necessary to restrict 0!Hare IFR departure below 5000, they shall not be assigned less than 4000 without prior coordination. The altitude restriction light shall be used for the 4000 restriction.
9. OVERTRAFFIC PROCEDURES
a. When accepting a handoff or point out on over traffic, regardless of altitude, the receiving controller shall ensure that all such traffic is tagged with an ARTS data block, i.e., over traffic at 9000 "OVR 090" either manually or automatically, and the data block is assigned to position "0". If the traffic is not transponder-equipped, the receiving controller shall make out a flight data strip for coordination purpose.
b. If over traffic will go through the O'Hare Approach Control Area or affect traffic operating into and out of the Chicago Area, it is incumbent upon the receiving controller to effect the necessary coordination, with all positions concerned, to prevent conflictions.
c. ZAU will AFREQ all en route traffic at and below 10,000 feet at least five minutes prior to the ORD boundary.
d. ZAU will provide a radar handoff on en route traffic on V92 at and below ll+,000 feet.
e. All other over traffic will either be pointed out by the Center controller or departures will receive an altitude restriction.
a. The south departure controller shall advise south satellite of any south departures cleared at 8000 or below and shall ensure that all Peotone and Roberts departures are at 5000 prior to crossing the 270° bearing of MDW. If unable to be at 5000, these departures shall be coordinated with the south satellite controller.
SECTION 3 NORTH SATELLITE
1. GENERAL PROCEDURES
a. The north satellite area is that area $000 and below bounded by a line three miles northeast of and parallel to 1*+L clockwise via the OfHare delegated airspace boundary clockwise via a line three miles northwest of and parallel to 22R.
b. Traffic inbound to the north satellite area from Sturgeon and Bella will be handed off to and worked by the north satellite controller.
c. Traffic inbound to the north satellite area from Vains shall be handed off to the west departure controller who shall work the aircraft until it approaches the north satellite area or coordinate otherwise.
d. North satellite traffic from Plant will be handed off to the south satellite controller who shall work the aircraft until
it approaches the north satellite area or coordinate otherwise.
e. When O'Hare is making approaches to 22R or 22L, IFR runway 17 arrivals and departures from Glenview shall be coordinated with the appropriate arrival controller/s who shall provide a gap as traffic permits.
f. When O'Hare is making approaches to 27R, GCAs to Glenview runway 35 shall be coordinated with the 27R arrival controller.
g. GCAs to Glenview runway 35 shall be coordinated with the O'Hare local controller.
h. When the north satellite coordination light has been activated traffic may be vectored in that area northeast of 0»Hare up to
and including a line three miles northeast of and parallel to 1*fL clockwise up to and including a line three miles north of and parallel to 27R. i. When O'Hare is using runway/s 14, traffic from BELLA shall be at 3000 before departing the Bella HPASA and remain north of the en-route radial of V100 until entering the north satellite area.
2. PROCEDURES AND RESPONSIBILITIES a. Pal-Waukee Tower
(1) Shall issue the IFR enroute clearance received from the Chicago Center to all IFR departures from Pal-Waukee and Chicagoland Airports.
(2) Shall call OfHare north satellite position for a release time and any restrictions when the IFR departure is ready for takeoff. This call shall include the ident, type, fix airway, altitude, departing airport and runway. (2^T Bonanza, Naperville, V10, ^000 departing Chicagoland runway k).
(3) Restrict on top clearances and IFR aircraft landing in 0fHare approach control area to 3000 feet. Restrict all IFR departures to maintain 3000 MSL as follows:
Direction of Flight Point Where Restricted To
Westbound Until past V*f29
Eastbound Until past V7E
.^Southbound Until past V92.
Northbound Until five minutes past Northbrook
(k) Shall instruct IFR departure when airborne to contact O'Hare departure control on the appropriate frequency.
(5) Shall advise O'Hare north satellite position when an IFR arrival to Pal-Waukee or Chicagoland has cancelled his IFR flight plan or landing is assured.
(6) Shall, when necessary, request approval from O'Hare north satellite position to conduct special VFR operations not to
exceed 2000 MSL in the area depicted on page 144. This
approval shall only be granted if the airdraft can be recalled when required.
7) Shall request approval from O'Hare north satellite prior to clearing a special VFR flight into or out of that portion of Glenview's control zone not included in the corridor depicted on page J\kh. These flights shall not be cleared above 2000 MSL while in the control zone.
8) Shall, when advised by O'Hare of an IFR arrival to Pal-Waukee or Glenview, take action to terminate all special VFR operations immediately.
9) Shall advise O'Hare north satellite position when all special VFR operations are terminated.
0) Shall advise O'Hare of current ATIS information.
Hare North Satellite
1) Shall provide separation for IFR departures from Pal-Waukee and Chicagoland Airports from all IFR traffic under 0'Hare's control.
2) Shall advise Pal-Waukee Tower of the initial departure heading to be flown for IFR aircraft departing Pal-Waukee or Chicagoland Airports.
3) May, after establishing radar contact with the IFR departures, cancel the 3000 foot restriction (traffic permitting).
k) Shall advise Pal-Waukee Tower when an IFR arrival to Pal-Waukee or Chicagoland is approximately six flying miles
iko
from Northbrook. This advisory shall include ident-type-position and destination airport. (Jet Star 65R 6 from Northbrook landing Pal-Waukee).
Shall, whenever having granted Pal-Waukee Tower approval to conduct special VFR operations, advise Pal-Waukee Tower when an IFR arrival to Glenview is approximately six flying miles from Northbrook or from the GCA handoff point. Shall, after positioning an IFR arrival on the appropriate Northbrook radial, instruct the pilot to contact Pal-Waukee Tower on 119-9 mHz, immediately. This applies to all IFR VOR Approaches to Pal-Waukee and Chicagoland Airports. The changeover should be accomplished as soon as the arrival has been positioned on the appropriate radial clear of all conflicting IFR traffic. In any event, the changeover shall be accomplished prior to the arrival passing Northbrook inbound.
Shall insure that all IFR traffic under O'Hare control is provided appropriate separation from special VFR operations authorized at Pal-Waukee Airport.
Shall advise Pal-Waukee of practice VFR approaches to Pal-Waukee.
Shall advise Pal-Waukee of a missed approach procedure if other than standard.
When 0!Hare is advised that Pal-Waukee Tower is terminating operations, 0!Hare shall then be responsible for monitoring 119.9 and providing the IFR services required.
c. Pal-Waukee VFR Corridor
Pal-Waukee special VFR exit and entrance corridor for Glenview's control zone.
That area between Dundee Road, Sanders Road, and McDonald Road extending to the west edge of the control zone. Altitude up to and including-P000 MSL.
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Dundee Road lies approximately 1 mile north of Pal-Waukee. Zanders Road lie:; approximately 1 mile east of Pal-Waukee. Gamp McDonald Road lies approximately 1 mile south of Pal-Waukee. 8 :hoenbeck Road corresponds to the edge of the control zone.
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NBU CONTROL ZONE
PWK
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SHORE LINE
a. Glenview Tower
(1) Restrict all departures to 3000 feet until the Glenview TACAN 30 ME and have these aircraft contact Chicago Approach Control on 337-^ MHz or 125.0 MHz unless an alternate procedure or frequency is coordinated.
(2) Advise Chicago Approach Control when an arriving IFR aircraft has cancelled IFR, has landing assured, or has landed.
b. Glenview GCA
(1) Advise Chicago Approach Control of radar unit position, approach runway, and type approach.
(2) Provide separation between all aircraft handed off from Chicago Approach Control, and advise Chicago Approach Control if subject aircraft cancel IFR.
(3) Be readily avialable to Chicago Approach Control for any emergency situation.
(4) Issue the following missed approach procedures unless coordinated otherwise:
Runway 17 Left turn heading 070° at 2000 feet Runway 35 Right turn heading 070° at 2000 feet
c. O'Hare North Satellite
(1) Unless coordinated otherwise, hand off aircraft to Glenview GCA as soon as practicable at approach speed and not less than 10 miles north at 2000 feet minimum for all GCA approaches.
Release only two aircraft or flight of aircraft to Glenview GCA at any one time. When circling approaches are in progress, successive aircraft shall not be released until the preceding aircraft's landing is assured.
Plan all IFR arrivals to Glenview for GCA unless the pilot requests or accepts a different type approach. Transfer communication of aircraft to Glenview tower at the following position:
(a) ADF approaches: No later than procedure turn inbound;
(b) VOR approaches: No later than the VOR inbound;
(c) TACAN approaches: No later than the 7 DME fix.
(Intentionally Left Blank)
a. North Satellite Fixes
FIXES
ALTITUDE
HANDOFF
^LIMITATIONS
Bella
4,000 & 3,000
7NM NW
Fix at 4,000 or below
Sturgeon
4,000 & 3,000
7NM NE
Fix at 4,000 or below
Vains
6,000
*10NM SW of
Fix at 6,000
   
Vains to
 
   
ORD W/DPTR
 
CGT/Plant
6,000
5 S of line
Fix at 6,000
   
CGT/Plant
or below
*NOTE:
When ORD is utilizing runway 04,
6,000 at Vains Inter-
section shall not be utilized without prior coordination.
b. Glenview Naval Air Station - Jet Penetration
FIXES ALTITUDE RELEASE POINT
TACAN #1 FL180 Initial penetration point
(NBU)
TACAN #2 (NBU) FL200 Initial penetration point
(Round Lake)
OBK VOR #1 FL200 Initial penetration point
(NBU)
When the north satellite coordination light is on, the local controller shall issue headings that will prevent O'Hare departures entering the area that lies between ^kL and 2]R localizers.
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(Intentionally Left Blank)
SECTION k ARRIVAL CONTROL
1. GENERAL PROCEDURES
a. Normally, all arrivals shall be vectored and descended so as not to be below kOOO until established inbound on the approach course within the 15-mile range mark.
b. Other than simultaneous configurations, control of O'Hare arrival traffic shall be transferred from the approach controller to
the local controller at the outer marker/final approach fix.
c. When ARTS is operating, the arrival handoff controller shall ensure that all arriving heavy jets are tagged with the letter "H".
d. Except for tower en route arrival airway in use at 6000, O'Hare arrival traffic shall not be descended below 7000 until within the confines of the appropriate descent area.
e. The local controller shall issue departure headings that will keep departures clear of the descent area in use.
f. The TRACON supervisor shall keep Milwaukee Tower advised
of the O'Hare approach configuration and the intrail separation to be applied to O'Hare arrivals.
g. Weather must be 3500 and five or better to conduct visual approaches to parallel runways.
h. These procedures may be varied provided proper and timely coordination has been effected.
i. The use of 3000 outside the O'Hare 15-mile range mark and north of an east-west line through O'Hare is delegated to north satellite.
2. APPROACH CONFIGURATION
Visual Configuration - weather must be 3500 and five or better.
Dual Configuration - weather must be 800 and two or better except as noted in specific approach configuration.
Monitor procedures for dual approaches. When weather conditions are 1600/5 or better, monitoring is not required. When weather is less than 1600/5, monitoring from the final approach fix to the airport shall be performed by the local controllers, either by visual means or by use of the Brite I display.
If the pilot making an approach to the low numbered runway does not have the runway in sight, or is not in sight of the local controller by the time the aircraft is two miles from the end of the runway, the aircraft will be issued a missed approach.
3. PROCEDURES AND RESPONSIBILITIES
a. Chicago Center
(1) Provide radar separation between successive arrivals with airport clearance limits unless ORD advises that holding will be necessary. (Exception: Midway arrivals need not be spaced intrail with O'Hare traffic.)
(2) Vector aircraft from over Chicago Heights or Plant Intersection and provide in-trail separation at interval specified by 0'Hare over a common handoff point, when holding at both fixes. When single fix holding is being implemented at CGT or Plant, ORD shall vector aircraft from one (1) fix and the alternate pattern is reserved for ORD use from 7000 - 10000 in that portion of the HPASA that lies within the approach control boundary. (Exception: This procedure pertains to ORD arrivals only.)
(3.) Retain arrival aircraft within its airspace whenever a radar handoff cannot be effected, unless alternate procedures are coordinated.
(k) Unless otherwise coordinated, transfer communication before aircraft enter approach control boundary.
b. O'Hare Arrival
(1) Not hold arrivals at the clearance limit fixes.
(2) Not alter the route of flight nor change aircraft from assigned Center altitude until established within its delegated airspace.
When advised that the Big Foot (aerobatic area northwest of Bella Intersection) area is in use, keep aircraft at 4000 until in approach control airspace.
4. EN ROUTE PROCEDURES
a. Chicago Center
(1) APREQ all en route traffic at and below 10000 feet at least five (5) minutes prior to ORD boundary. (Exception: Chicago Center shall vector east/west, RFD/JVL-0BK-ELX/B4M and northbound CGT V7 Taylor traffic clear of ORD airspace. However, during light traffic, or unusual circumstances, Chicago Center may APREQ overflights.)
(2) Release en route traffic to the appropriate O'Hare sector for communications and control with the exception of V92
en route traffic, which will be retained by Chicago Center. O'Hare shall ensure that en route traffic released to them does not penetrate the clearance limit HPASA's without prior coordination.
b. Chicago Center and/or O'Hare radar outage
(1) Chicago Center
(a) Arrivals - Notify the O'Hare supervisor and action shall be taken to revert from the airport as the clearance limit to the clearance limit fixes.
(b) Departure - Assign a route and altitude for all departures prior to the proposed departure time.
(c) En route - APREQ all en route traffic at and below 10000 feet, five (5) minutes prior to the ORD boundary.
(2) O'Hare
(a) Arrivals - Notify the Chicago Center Assistant Chief
or Flow Controller, (b) Departures - Coordinate with Chicago Center route and altitude assignments on each departure prior to the proposed departure time and establish non-radar separation prior to releasing control to Chicago Center. The silent clearances concept could be cancelled and the Chicago Center Severe Weather Avoidance Plan (SWAP) could be put in effect for one (1) or more of the departure routes as described in paragraph 6.b., ZAU Order 7110.7 (Severe Weather Avoidance Plan) describes the plan and transmits instructions for implementation and operation.
In the event emergency condition render O'Hare incapable of providing ATC Service, the delegated airspace shall revert to Chicago Center.
(intentionally Left Blank)
5. O'HARE HOLDING PATTERNS AND CLEARANCE LIMIT FIXES O'Hare Holding Patterns
HOLDING FIX
BASE
PLANT
CGT
VAINS
PLANO
FARMM
BELLA
HOLDING CONFIGURATION NE on OBK R-077, (V84), Right Turns. SE on ORD R-125, (36 DME), Right Turns. SE on CGT R-156, (V7), Right Turns. SW on ORD R-235, (V10), Right Turns. SW on ORD R-235, (V10), Right Turns. N on ORD R-314, tVlOO), Left Turns. W on JVL R-109, (V100), Left Turns.
NOTE: Simultaneous Holding at PLANT and CGT up to 14,000.
0' Hare-Arrival Clearance Limit Fixes-Radar and Non-Radar
RUNWAY CONFIGURATION
All All
Only 14R-09R 14L-09R All other config. All
LOWEST ASSIGNED ALTITUDE
HANDOFF
^LIMITATIONS
7000 5 NE 3UJ Fix at 10,000 or below
7000 10 NW Farmm Fix at 10,000 or below
7000 10 SW Piano Fix at 10,000 or below
7000 10 SW Vains Fix at 10,000 or below
7000 5 SE Line Fix at 10,000 or below
O'HARE HOLDING PATTERNS AND CLEARANCE LIMIT FIXES
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6. APPROACH CONFIGURATIONS
(Intentionally Left Blank)
Runways lh
a. Single Approaches/Visual Approaches/Parallel Approa
(1) The vector area will he divided into east (including MKE) and vest sectors.
»
(2) Traffic from Plant, given a right turn in, shall be vectored east of 32R localizer -until north of Indian LOM..............\
(3) When conducting parallel approaches, l^R trill be the low side, lUL will be the high. side.
Maximum altitudes wi.thin the descent area are as # / -outlined in the ZAU/ORD "5 -/-Letter of Agreement..
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14 Descent Area
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Northeast via 22R extension/- north via ,NBU runway 17 extension, counterclockwise via the O'Hare delegated airspace boundary, east via 9L extension.
Minimum altitudes within the descent area are depicted in thousands of feet NSL. '. *
(1) The vector area will he divided into east (including MSE) and west" sectors.
(2) VJhen conducting parallel approaches, 32R will he the high side and 32L will he the low side.
(1) The vector area will be divided into north (including MKE) and south sectors.
(2) When conducting parallel approaches,. 27R will be the low side and 27L will be the high side.
b. 27 Descent Area
ϖ ϖ
Northeast via 22R extension, east via 090° bearing from PWK, south via O'Hare delegated airspace boundary, west via a line two miles north of and parallel to the 090° bearing from MDV7, north via 180° bearing of O'Hare. '
Minimum altitudes within % .the descent area are
depicted in thousands of feet MSL. 51
Maximum altitudes within, the descent area are as ; ^outlined in the ZAU/ORD letter of agreement.
(1) The vector area will be divided into north (including MKE) and south sectors-
(2) When conducting parallel approaches, 22R will be the high side and 22L will be the low side.
b. Special Departure Procedures
(1) Northbound traffic will be controlled by the east departure controller, or, if manned, the north satellite controller.
'Minimum altitudes within the descent area are depicted in thousands of feet USL.
" Maximum altitudes within the. descent area are as
-j. outlined in the ZAU/ORD Letter of Agreement,
22 Descent Area
Northwest via 14L extension,- north via 360 bearing from Lima, clockwise via O'Hare delegated airspace boundary, west via 27R extension.
(1) The vector area will be divided into north (including MKE) and south sectors.
(2) Plant traffic shall be vectored east of the 32R localizer until north of a line two miles north of and parallel to the 270° bearing from Midway.
(3) When conducting parallel approaches, 9L will be the low side and 9R will be the high side.
b. Special Departure Procedures
(1) Westbounds shall be vectored north of the 270° bearing from Pal-Waukee. These departures shall be handed off to Chicago Center on a heading of not more than 270°.
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Maximum altitudes within the descent area are as .. outlined in the ZAU/ORD J tLetter of Agreement.
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\<4
9 Descent Area
Northwest via 14R extension, west via 270 bearing from PWK, counterclockwise via O'Hare "delegated airspace boundary, east via a line two miles north of and parallel to the 270° bearing from MDWf northeast via 4L extension.
Minimum altitudes v/ithin the descent area are depicted in thousands of 'feet MSL. *
(1) The vector area will be divided into east and west (including MKE) sectors.
(2) Vihen conducting parallel approaches, 41. will be the high side, 4R will be the low side.
NOTE: Coordination must be effected with
Chicago Center for the use of 4000/ ' 5000 within Area "C", as depicted in the ZAU/ORD letter of agreement, that falls within the. ORD 20~mile range mark.
b. Special Departure Procedures
(1) When the south satellite coordination light is on, O'Hare southbound departures shall be given an easterly heading and restricted to 4000. This heading and altitude may be changed by the south departure controller after coordination with south satellite to avoid confliction with Midway/Meigs westbounds.
ϖ 4
T
t
.Maximum altitudes within the descent area are as outlined in the ZAU/ORD » ϖ** Letter of Agreement.
4 Descent Area
Southeast via 32L, south via 180 bearing from River Grove, west via 270° bearing from Midway, southwest via a line seven miles southeast of and parallel to the 4R extension, clockwise via the O'Hare 20-mile range mark, east via the 9L extension.
Minimum altitudes within the descent area are depicted in thousands of feet WSL. *
7. Runways 27R/32L
a. Visual/Instrument
(1) The vector area will be divided into north (including MKE) and south sectors- North arrival shall vector to 27R, south arrival " shall vector to 32L.
(2) Aircraft vectored to 32L shall be cleared for the full IFR approach, aircraft vectored to 27R shall be cleared for an IFR approach to visual conditions.
Minimum altitudes within the descent area are depicted in thousands of ■feet MSL. *
Maximum altitudes within "!the descent area are as . outlined in the ZAU/ORD Letter of Agreement.
V: -
b. 32L/27R Descent Ar^a
Northeast via 22R extension, east via 090° bearing from PWK, south via O'Hare delegated airspace boundary, west via V6, clockwise via O'Hare 20-mile range mark, northwest via a line five miles southwest of and parallel to 32L, west via 270° bearing from MDVJ, north via 180° bearing from Romeo, northeast via 4L extension.
8. Runways 14R/22R or 14L/22L or 14R/22L - weather ciininims 14L/22L 1600 and five
a. Visual/Instrument
(1) The vector area will be divided into east and west (including MKE) sectors- East arrival will vector to 22R or L# west arrival will vector to 14R or L-
(2) Aircraft vectored for runway 22R or L shall be cleared for the full IFR approach, aircraft vectored for runway 14R or L shall be cleared for an IFR approach to visual conditions -
Minimum altitudes within the descent area are depicted in thousands of feet MSL. " *
Maximum altitudes within -*the descent area are as .-outlined in the ZAU/ORD
Letter of Agreement.
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b. 14R/22R, 14L/22L, 14R/22L Descent Area
V.Test via 9L extension, clockwise via O'Hare delegated - airspace boundary, south via the 360° bearing of PERIE, southeast via a line three miles northeast of and parallel to 14L, northeast via a line three miles northwest of and parallel to 22R, clockwise via O'Hare 20-mile range mark, west via 27R extension.
Runways 22R/27L
i. Visual/Instrument
(1) The vector area will be divided into east and west (including MKE) sectors. East arrival sha vector to runway 27L, west arrival shall vector to runway 22R.
(2) Aircraft vectored to 27L shall be cleared for the full IFR approach, aircraft vectored to 22R shall be cleared for an IFR approach to visual conditions.
Special Departure Procedures
(1) O'Hare eastbounds shall be given a left turn out and shall remain north of the en route radial of V6. Eastbounds below 5000 shall be coordinated with the south satellite controller.
(2) Northbounds shall be! worked by north satellite controller.
LEGEND
Minimum altitudes within the descent area are depicted in thousands of feet 1'SL.
+ Maximum, altitudes within the descent area are as outlined in the ZAU/OSD letter of agreement.
\
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22R/27L Descent Area
Northwest via 14-L extension, nortbf via 3^0° hearing from Lima, east via O'Hare delegated airspace boundary, south via V7, east via 090° bearing from Pal-Waukee, south via O'Hare delegated airspace boundary, -west via. 090 radial of DuPafe VOH, northwest via 32R extension.
Runways ikh/SB. or llfR/*9R - weather miniminns 1^R/9R 1600 and five
a. Visual/ Instrument
(1) The vector area will be divided into east (including MKS) and west sectors, east arrival will vector to l^L, west arrival will vector to 9R.
(2) Aircraft vectored for runway l^L shall be cleared for the full JFR approach. Aircraft vectored for runway 9R shall be cleared for an IFR approach to visual conditions.
b. Special Departure Procedures
(l) VJestbounds shall be vectored south of the DPA 090° radial but north of the 270° bearing from MDW.
Kininun altitudes within, the descent area are depicted in thousands of feet MSL-
x Maximuia altitudes within ϖthe descent area are as outlined in the ZAU/pRD Letter of Agreement.
I +
14/9R Descent Area
Southwest via 4L extension, west via 090° radial" of DuPage VOR, northwest via O'Hare delegated airspace boundary, east via 270° bearing fro.-?. ?al-V7aukee, clockwise via O'Hare 20-mile range nark, northwest via 14R extension, clockwise via O'Hare delegated airspace boundary, south via Glenview runway 17 extension, southwest via 22R extension.
Runways 9L/4R - weather minimums 800 and two Runways 9R/4R - weather minimums 1600 and five
a. Visual/Instrument
(1) the vector area will be divided into north (including MKE) and south sectors. North arrival will vector to runway 9L. South arrival will vector to 4R.
NOTE: Coordination must be effected with
Chicago Center for the use of 4000 within Area "C", as depicted in the ZAU/ORD Letter of Agreement, that falls within the ORD 20-mile range mark.
b. Special Departure Procedures
(1) When the south satellite coordination light is on, O'Hare southbound departure shall be given an easterly heading and restricted to 4000. This heading and altitude may be changed by the south departure controller after coordination with south satellite to avoid confliction with Midway/Meigs westbounds.
(2) Runway 14L departures shall be coordinated with the south departure controller when
the south satellite coordination light is on.
T
Minimum altitudes v;ithin the descent area are depicted in thousands of feet MSL.
Maximum altitudes within the descent area are as outlined in the ZAU/ORD Letter of Agreement.
mm* mm
9L/4R, 9R/4R Descent Area
Southeast via 32L extension, south via 180° bearing from River Grove, west via 270° bearing from MDW, southwest via a line seven miles southeast of and parallel to 4R, clockwise via O'Hare 20-mile range mark, northwest via O'Hare delegated airspace boundary, east via 270° bearing from PWK, southeast via 14R extension.
(intentionally Left Blank)
O'HARE ASR APPROACH CRITERIA STRAIGHT-IN ASR APPROACHS
RUNWAY
MDA
MINIMUM
-[hi*
1120
RVR 2k
14R
1120
RVR 2k
32L
1380
RVR 24
27L
1060
i Mile
27R
1060
RVR 2k
9R
1100
i Mile
4L
1160
3/4 Mile
4R
1120
1 Mile
22L
1060
1 Mile
22R
1120
1 Mile
C D. N.
4L, kR, 9R,
14L, 14R, 22L,
22R, 27L,
27R, 32L
 
 
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* DISTANCE FROM RUNWAY
                       
OUT FIXES
                       
FREQUENCY
                       
DISTANCE FROM RUNWAY
                       
OUTER MARKER & ALTITUDE
                       
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FREQUENCY
                       
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SECTION 5 SOUTH SATELLITE
1. GENERAL PROCEDURES
a. Midway arrivals from the west may be descended to 4000 upon entering the Chicago-O'Hare delegated airspace, and shall be no higher than 4000 prior to crossing the O'Hare 20 mile range mark.
b. The following departure restrictions apply to Midway traffic
and shall be updated as O'Hare configurations change by the south satellite departure controller.
O'Hare 32 approaches Midway restricted to 2000'
All other O'Hare
configurations Midway restricted to 3000'
Co Southbound departures climbing to an altitude above 8000 shall be coordinated with the O'Hare south departure controller.
d. Westbound departures above 4000 shall be coordinated with O'Hare west departure controller.
e. Northbound departures shall be coordinated with east/north departure controller.
f. When O'Hare is landing 32L or 4s, simultaneous 13R approaches are not authorized.
g. When O'Hare is using 22R/27L, eastbound departures at 5000 or above shall be coordinated with the O'Hare east departure controller.
h. That airspace at 3000 and below that lies south of a line four miles north of and parallel to the 270° bearing from Midway and clear of the O'Hare descent area in use is delegated to south satellite.
2. PROCEDURES AND RESPONSIBILITIES a. Midway Tower
(1) Separate all aircraft released to Midway from aircraft operating Special VFR or IFR under Midway's control.
(2) Not release IFR/Special VFR departures within ^5° either side of the approach course in use unless coordinated with Chicago-0!Hare.
(3) Call Chicago Approach Control, south satellite position, advising when an IFR departure is starting takeoff. This call shall include the identification, type, fix, airway, altitude and departure runway (2kD, Cessna, Joliet, V9,
^000, departing runway k).
In the event coordination cannot be effected on an airborne departure, subsequent departures will be held until coordination is effected. (k) Restrict departures as specified in 5«B(1).
(5) Normally restrict all departures routed over the fixes listed below to the appropriate heading:
FIX HEADING
Westbound** 220°
Joliet* 220°
Roberts* 220°
Peotone* 190°
Eastbounds*** 090°
*When approaches to runway k are in progress, Roberts and
Peotone departures shall be issued a 180° heading, Joliet departures shall be issued a 270° heading. When approaches to runway 31 are in progress, Peotone and Roberts departures shall be issued a 210° heading. *^When approaches to runway k or 31 are in progress, westbound departures shall be issued a 270° heading. ***Crib departures must be coordinated prior to takeoff because of possible confliction with Meigs departures. NOTE: When both ORD and MDW are making approaches to runway k, Joliet departures shall be issued a 180 heading and westbounds shall be individually coordinated.
(6) Shall, in the event of successive departures over the same route, issue headings that will maintain proper course separation until under Chicago Approach Control's jurisdiction.
(7) Shall restrict all IFR/SVFR departures whose flight path will be north of MDW to complete their turn south of the DPA 096° radial, or within k DME of MDW.
(8) Shall normally change all IFR departures to Chicago Departure Control within one mile from the end of the runway. If this is not possible, they shall be handed off after separation from all other IFR/Special VFR departures has been established.
(9) Shall keep Chicago Approach Control advised of any pertinent
changes in weather, field conditions or status of navigational aids and the desired interval between successive approaches. (10) Shall call South Satellite for an enroute clearance for all IFR departures whose destination lies within the O'Hare Approach Control area.
b, Chicago (O'Hare) Approach Control
(1) Shall at the start of each shift (or when approaches are changed) inform Midway Tower what altitude restriction shall be applied to all IFR departures.
Normally, the following restrictions will be utilized as appropriate in conjunction with the type of approaches in progress at O'Hare.
APPROACHES RESTRICTION
32's single or 2000 MSL until MDW 6 DME then parallel 3000 until MDW 25 DME or*
Other than 32 3000 MSL until past V92, V7E,
or MDW 25 EME
*Eastbounds shall be restricted to 2000 MSL until east of CGT 3^0° radial then 3000 until east of V7E. South/west-bounds shall be restricted to 2000 until west of CGT 318° radial then 3000 until south or west of V92.
(2) Shall, except for traffic landing at Midway, insure that all IFR traffic under 0'Hare's control within three miles of Midway's control zone (as defined in paragraph (3)) is
1000 feet above the departure altitude in use as specified in B(1).
Shall vector all Midway IFR arrivals that are below 3000 so as to remain three mileo clear of the Midway Control Zone until they are turned on to the approach course. Shall, after establishing the arrival on the approach course, advise the pilot to contact Midway on the appropriate frequency at the points listed below:
APPROACH CONTACT/RELEASE POINT
13R I IS Hines Outer Marker
31L ILS 5 miles from field on approach course
^R ILS Herman LOM Marker
Shall advise Midway of the identity of an arrival and in the event of successive approaches, shall advise Midway of the sequence prior to the first aircraft passing the approach fix. "When the BRITE is operative and ARTS data 'is displayed, MDW will receive the arrival sequence via the BRITE display.
Shall not change the routing until the departure has left Midway Zone or has reached an altitude 1000 feet above the initial altitude being utilized for departure. Shall coordinate with Midway Tower prior to the use of visual approaches.
c. Primary Approach System
RUNWAY IN USE
APPROACH SYSTEM
13
MDW
HKH
31
MXT
22
MXT
(1) Midway shall assume control of all arrivals at the release points listed in paragraph B(4) and shall insure that all arrivals making MDW approaches will continue inbound until
(2) When Midway's radar is inoperative, the inter-facility
coordination light shall be used in the following manner:
(a) O'Hare shall activate the light when the IFR arrival is six flying miles from the appropriate approach fix (Herman, MDW/faXT Outer Marker)
(b) Midway shall clear the light when the IFR arrival is Under their control and at the final approach fix.
(c) Midway shall coordinate the release of all IFR departures with South Satellite prior to takeoff.
south of the 096° radial of DuPage.
3. PROCEDURES AND RESPONSIBILITIES a. Meigs Tower
(1) Shall call 0!Hare south satellite position for release time and any restrictions when an IFR departure is number one for takeoff. This call shall include the ident type,
fix airway and altitude (2^D Cessna Naperville V6 ^000).
(2) Unless otherwise advised by O'Hare departure control, Meigs Tower shall restrict all IFR departures to maintain 2500 until the points listed below.
DIRECTION OF FLIGHT 2300 RESTRICTION POINT
Eastbound Streamboat (3SX)
Peot one/Roberts V92
Westbound DuPage
(3) Unless otherwise advised by 0!Hare departure control, Meigs Tower shall issue the following heading for IFR departures listed below.
EAST - 090° WEST and SOUTH - 160°
{k) Shall obtain a report of vacating 2000 feet, or leaving the control zone from the departure, at which time the pilot shall be instructed to contact O'Hare departure control on the appropriate frequency.
b. O'Hare South Satellite
(1) Shall, after establishing radar contact with the departure, cancel the 2500 foot restriction (traffic permitting) and advise the pilot that he will be given a vector to the en-route fix (RBS-EON, etc.).
(2) Shall vector all Meigs departures within the boundary of O'Hare control airspace until the flight is handed off to the Chicago Center.
(3) Shall be responsible for separating Meigs IFR departures from all IFR traffic under O'Hare's control, and will hand off these departures to the Center at the normal points used for 0*Hare's departures.
(k) Shall insure that all IFR traffic under O'Hare Tower jurisdiction is provided appropriate separation from special VFR traffic operating within the Meigs control zone at altitudes delegated to Meigs Tower.
(5) Shall, when parallel approaches to runway 32 are in progress, advise Meigs to restrict all west-southwest and south departures to 2000.
4. SOUTH SATELLITE HOLDING PATTERNS AND CLEARANCE LIMIT FIXES
FIXES
ALTITUDE
HANDOFF
^-LIMITATIONS
CGT/Plant
JOT
4,000, 5,000 6,000
6,000, 7,000
8,000
5 SE of Line CGT direct Plant
5 W or SW of JOT
Fix at 6,000 or below
Fix at 8,000 or below
^Limitation Responsibilities: ZAU shall clear aircraft to cross/ depart fixes listed in 4 under limitations.
SOUTH SATELLITE APPROACH CONFIGURATION
(intentionally Left Blank)
2. Midway 31L Approaches
a When O'Hare is making approaches to 32L or 32s,
Midway arrivals shall be at 3000 prior to crossing the lateral confines of the 32 descent area.
17^-2
A 6000 and below B 4000 and below C 2500 and below D 3000 and below
b. Midway 31L Descent Area
. * *. ■
East via 090 bearing from Midway, clockwise via 10 n.in. arc from EDZ, north via 180° bearing from-Midway.
Midway 13R Approaches
a. Traffic vectored for 13R shall be at 4000 prior to crossing the O'Hare 20-mile range mark and shall be at 2500 prior to crossing the O'Hare 10-mile range mark.
b. Except when O'Hare is making approaches to runway/s 4, 13R traffic shall be given a right turn in.
c. Simultaneous approaches shall not be make to Midway 13R and O'Hare 32L, Midway 13R and O'Hare 4s.
LEGSZ'IB.
A 6000 and below 3 4-000 and below C 2500 and below
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Midway 13R Descent Area - Right Turns In
o
Northwest via 13R extension, west* via 090 radial of DuPage VOR, south via l80° bearing from Romeo, east via a line two miles south of and parallel to the 270° bearing from Midway, northeast via 4R extension.
Midway 13R Descent Area - Left Turns In
Northwest via 13 R extension, east via O9O0 radial of DuPage VOR, south via V7, west via O9O0 -bearing from Midway.
Midway 4-R Approaches
a. Special Departure Procedures
(l) When O'Hare is making approaches to runways k, Midway/Meigs vestbounds shall he coordinated with the O'Hare south departure controller, vectored and climbed so as to cross RVG at 5000 northwestbound, and handed off to the vest departure controller. When the south satellite coordination light is on, O'Hare southbounds shall be given an easterly heading and restricted to lj-OOO.
LEGSZfD
A 6000 and be la/ B 4000 and below C 2500 and below
Midway 4R Descent Area
South via l80° bearing irom Midway, clockwise via\ O'Hare 25-mile range mark, north via 180 bearing frora Roneo, northeast via a line seven miles southeast of and parallel to O'Hare 4R, east via 2'70° bearing from Midway.
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7. SOUTH SATELLITE RELEASE PROCEDURES
a. Midway eastbound departures are not released until approved by south satellite.
b. All CGX departures require release by south satellite.
c. Midway Tower provides initial separation for all west, southwest, and south departures.
d. Departure headings, altitudes, and restrictions are contained in the O'Hare/^lidway Letter of Agreement.
8. APPROACH CRITERIA
RUNWAY
FREQUENCY
O.M. &
ALTITUDE
DISTANCE
MINIMUMS MISSED APPROACH
13R
109.9
Hines 2300
5.0
RVR 4000
4R
108.9
Sauce 2000
3o8
1 Mile
31L
109.9
Kedzie 1500
3.3
1 Mile
9. ASR APPROACH CRITERIA
a. O'Hare has the responsibility for conducting ASR approaches to Midway.
b. Straight-in ASR Approach minimums
RUNWAY RUNWAY HEADING MAGNETIC MDA MINIMUM
4R 042° 1100 1 Miles
13& 132° 1060 RVR 5000
31L 312° 1100 1 Miles
22L 222° 1220 3/4 mi. (Cat D 1± mi.)
c. Use Map #5, 10 mile range off centered.
10. RESTRICTION LIGHTS BETWEEN TRACON AND TOWER
a. South Satellite restriction light.
When the south satellite coordination light is on, the local controller shall issue headings that will prevent O'Hare departures from entering that area bounded by the O'Hare extension and a line from the approach end of O'Hare runway kR to the Park Intersection.
b. If the pilot agrees to comply, westbound (props only) departing runways ^k■ or 9 may be issued a right turn 270° within 3 EME of ORD. (Must be coordinated with west departure first).
c. When O'Hare is landing on runways k or kR and 9 left or right, and south satellite restriction light is on, O'Hare southbounds will depart east at 4000. Runway 14 departures shall be coordinated with the south departure controller. (Restriction light will
mean an east heading at 4-000.)
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SECTION 6 TOWER ENROUTE
a.
MILWAUKEE AIRSPACE
O'HARE AIRSPACE
Milwaukee Mitchell Timmerman Waukesha West Bend Playboy Kenosha Racine Burlington
O'Hare Airport Waukegan Ft. Sheridan (Haley) Chicagoland Pal-Waukee Crystal Lake Glenview NAS Midway Campbell
Milwaukee Tower
(1) Shall provide separation between all IFR aircraft under their control and any aircraft which have been handed off by O'Hare.
(2) Shall advise O'Hare Departure Control of the in-trail separation required for Milwaukee arrivals.
(3) Shall ensure that arrivals are handed off to O'Hare in reference to Bunny or Zion radar handoff fixes. Such hand-offs shall be accomplished not later than three miles prior to the MKE/ORD airspace boundary.
These procedures are to be used when both Milwaukee and O'Hare radars are operating. They shall be applicable only to those aircraft transitting the airspace areas delegated to the respective towers enroute to the airports listed below.
O'Hare Tower
(1) Shall provide separation between all aircraft under their control and any aircraft which have been handed off by Milwaukee.
(2) Shall advise Milwaukee Tower of the in-trail separation required for O'Hare arrivals.
(3) Shall advise Milwaukee Tower of the approach configuration in use at O'Hare and the arrival departure routes to use.
(4) Shall ensure that arrivals are handed off to Milwaukee in reference to Bunny or Zion radar handoff fixes. Such handoffs shall be accomplished not later than three miles prior to the MKE/ORD airspace boundary.
General
(1) Unless coordinated in advance, the altitude assigned shall be 6000 feet.
(2) The arrival/departure routes used shall be as depicted on page 185.
(3) The facility making the handoff shall insure that there is no conflicting IFR traffic between the traffic being handed off and the approach control airspace boundary.
(4) When arrival delays of more than ten minutes are being experienced at either facility, additional departures must be coordinated prior to takeoff.
(5) When O'Hare is conducting approaches to runways 32, 27, 22/27L or 27R/32L, O'Hare arrivals shall be routed via
V7 to Papi, and Milwaukee arrivals shall be routed via the 330° radial of Northbrook to Vienna (clockwise).
(6) When O'Hare is conducting approaches to runways 14, 9> k, 14R/22 or ^kR/^R, O'Hare arrivals shall be routed via the Northbrook 330° radial to Northbrook, and Milwaukee arrivals shall be routed via V7 to Taylor counter-clockwise.
(7) In the event a situation develops that requires advance coordination for arrivals, the receiving facility shall be responsible for advising the sending facility as soon
as possible. When this occurs, the receiving facility shall accept those aircraft that are already airborne at the time notification was made.
(8) That portion of MKE approach control's area which lies within a five nautical mile radius of the UGN LOM and north of k2° 30' north latitude, from the surface to 3,000 feet,
is defined as the Waukegan Area.
(9) O'Hare Approach Control may coordinate with Milwaukee Approach Control for the use of the Waukegan area. When the area
is not in use, it shall be returned to Milwaukee control. *N0TE: The Waukegan area is designed to facilitate radar vectoring to the Waukegan final approach course and to simplify coordination between facilities. It is not the intent that the area should be retained by O'Hare for long periods of time, but only as needed. (10) When Flow restrictions are in effect, Chicago Center will
advise Milwaukee Approach Control and O'Hare Approach Control. When so advised, Milwaukee will route all traffic landing O'Hare through Chicago Center.
0
O'Hare landing
32, 27, 22R/27L, 27R/32L
O'Hare landing
14, 9, 4, 14R/22R, 14L/9R
Bunny Northbrook 330° R and ORD/kKE Airspace Boundary Zion 77 and ORD/iMKE .Airspace Boundary These handoff points are for radar tower en route use depicted on m route or terminal airway publications.
(Intentionally Left Blank)
SECTION 7 PARALLEL MONITOR PROCEDURES
1. GENERAL PROCEDURES
a. Traffic vectored for simultaneous approaches shall normally be turned on final outside the 16 mile range mark. Traffic may be turned on final inside the 16 mile range mark if no simultaneous traffic exists and prior coordination is effected with the monitor controllers and the other approach controller.
b. Traffic vectored for the low side of simultaneous (^kR, 2]R, kR, 22L, 32L) shall be at IfOOO when within three miles of the high runway localizer.
c. Traffic vectored for the high side of simultaneous 04L, 27L, IfL 22R, 9R> 32R) shall not be turned on the localizer below 5000.
d. Monitor Procedures
(1) Monitoring shall be performed on an off-centered scope scanning 18 to 20 miles using two-mile range marks.
(2) When ARTS is operating, the monitor controller will get
the approach sequence by quick-looking the arrival positions. When ARTS is inoperative, the approach sequence will be relayed via telephone.
(3) Aircraft will be instructed to monitor the appropriate local control frequency when established on final and prior to crossing the 16 mile range mark inbound.
{k) The monitor controller is responsible for longitudinal and lateral separation from the 16 mile range mark to one mile from touchdown.
(5) When the monitor controller must initiate corrective action
to insure lateral separation, timely coordination should be effected with local controller to prevent conflict with departure traffic. When longitudinal separation decreases, the monitor controller shall advise the local controller who shall take appropriate action.
PARALLEL MONITOR RESPONSIBILITES
a. Obtain sequence from approach handoff man when ARTS is inoperative. Quick-look approach control (position W or Z) when ARTS is operating.
b. The monitor controller is responsible for longitudinal and lateral separation from a 16 miles range/mark to one mile from touchdown.
c. When the monitor controller must initiate corrective action to insure lateral separation, timely coordination should be effected with the local controller to prevent conflict with departure traffic. When longitudinal separation decreases, the monitor controller shall advise the local controller who shall take appropriate action.
PARALLEL MONITOR APPROACH SYSTEMS (PAMS) a. To select PAMS:
(1) Place all frequency selector switches (receiver and transmitter) in the neutral position.
(2) Place the PAMS/NORMAL switch in the PAMS position.
(3) Select the tower position to be monitored:
POS 41 - LC 1 POS 43 - LC 2 POS 47 - LC 3 POS 50 - LC 4 When operating in PAMS, the monitor controller can:
(1) Hear, in his headset, all aircraft and tower transmissions on the frequencies selected at the associated tower position,
(2) Override the frequencies selected at the associated tower position.
(3) Hear all intercom calls to his position on the telco speaker.
If the PAMS is inoperative, use the FAA frequency override which is available at the monitor positions. To operate, place the PAM/NORMAL switch in the NORMAL position and select the receiver and transmitter switches for the appropriate frequency. When operating in frequency override, the monitor controller can:
(1) Hear, in his headset, or in the speaker, all aircraft and tower transmissions only on the frequency which he has selected at the monitor 'position.
(2) Override the tower positon only on the frequency selected at the monitor position.
(3) Hear all intercom calls to his position on the telco speaker, or headset, as selected.
(intentionally Left Blank)
SECTION 8 ENHANCED TARGET GENERATOR
GENERAL SYSTEM DESCRIPTION
The target generator (ETG) used at O'Hare is an ARTS III program developed by the Data Systems Staff at Houston ATCT, NAFEC, and O'Hare. The targets perform much as live aircraft targets and their rates of turn, climb and acceleration/deceleration can be varied to conform to different types of aircraft.
a. The (ETG) had been provided a fake airport, identified as SIM. The airport is located at the South Radar Antenna Site, and has
an automatic acquisition drop area identical to the O'Hare automatic acquisition/drop area.
b. The target generator is provided a separate Data System Area, independent of the normal Data System Area. The Target Generator Data System will be displayed on all scopes in the Target Generator status. Information can be entered into the (ETG) Data System Area from any keyboard at any scope in the Target Generator status, and is entered in the same manner as the normal Data System Area without affecting the normal Data System Area. When, the (ETG) is in freeze status the time in the (ETC-) Data System Area is frozen.
c. When the freeze entry is made, all Full Data Blocks, Single Symbols and clock in the Data System Area on the training scopes will remain at their last position until the freeze is deactivated. All keyboard functions will operate normally during a freeze. There is no effect on the normal displays.
Entries: FREEZE: F15XF Enter
DEACTIVATE: F15ZF Enter
d. The ETG will automatically, regardless of the change rate entered for a target, change the rate of climb/descent to 750 FFM within 1000 feet of the entered altitude.
e. The ETG will automatically compensate for altitude when computing ground speeds, and will simulate wind conditions up to 100 knots at 1000 feet intervals up to FL400. It also gives the instructor the ability to stop (freeze) the situation to instruct the developmental on techniques to apply under that p.et of conditions.
f. One of the difficulties you will encounter is using both the ARTS III operational program and the ETG entries on the same keyboard. Often the target generator operator will try to use the flight data format to initiate a target, or the student controller will use the TG function key to enter a flight plan or start a track. The rule to follow: all data entries use the normal ARTS III keyboard functions; all target control entries (speed, altitude, turns, etc.) use the F15 (ETG) function.
2. ENTRIES
The keyboard entries used for the generation of simulated aircraft can be divided into two types; function entries, and target control entries, a. Function Entries
(1) Activate the Training Scopes. Before you can use a scope
for training it is necessary to remove the associate keyboards from active status. This is necessary so the computer cannot assign any active data to those positions.
(a) At each keyboard make the entry:
Example: MFCO Enter
(Transfers all future tracks to position "0".)
(b) Relocate the supervisor keyboard by making the entry:
Example: MFPO Enter
(Keyboard at position "0" is now supervisor position.)
(c) Place the scopes in training status by making the entry:
Example: F15XM0 Enter For The O'Hare System
Example: F15XM1 Enter For The South System
(This must be repeated for each scope.) If you use both systems for the simulation problem use the south system entry last. The computer will then use the south system references when displaying targets rather than the O'Hare system. The scopes are now in training status. The ETG is not yet operating. Activate the ETG. A single keyboard entry will activate the target generator for all displays that are in training status. It is not necessary to repeat this entry for each scope.
Activate: F15XT Enter
Example:
Terminate: F15ZT Enter Should you decide to use an additional display, you will
terminate the target generator, place the display in training
status and reactivate the Target Generator. (3) Wind Factors. These entries cause wind factors to be automatically applied to all targets flying through specified altitude increments. Although wind altitude entries are in thousands of feet, each represents a median. Wind factors resulting from a given entry will, with one exception, affect targets 500 feet above and below the specified altitude. The base wind altitude increment is 0-500 feet, The remainder are 1000 feet increments above 500 feet; i.e., 500-1500 feet, 1500-2500 feet, etc., to a maximum of 40,000 feet.
Example: F15WA(####)H## Enter
"A" followed by k digits determines the altitude, "V" and 3 digits are for speed and "H" followed by 2 digits enters the wind direction. To enter a 50 knot wind from the west, from 5000 feet to 10,000 feet, enter:
Example: F15VAO510V050H27 Ent
er
This entry can be repeated for each desired altitude or one can enter a wind factor for a block of altitudes by entering
Example: F15WA(####)V(##)H(##) Enter
The first two ## are the lower altitude limits of the wind factor. The second ## are the upper limits. This enables one to enter a block of altitudes rather than enter each
1000 foot increment. To terminate the wind at one or more, but not all, altitudes you will have to use the above format and enter zero speed for each altitude, or block, of altitudesϖ b. Target Control Entries
(1) Target Generator Format. All targets must be identified by a target number/letter. There are 32 possible targets identified by the numbers 0 thru 9 and letters A thru V. You will not be using the ACID, only the target letter or number. If you want to conduct non-AETS training, you will want to inhibit the target symbol as well as the data block. (2) To Initiate a Target. To initiate a target, it will be necessary for you to tell the computer what you want the target to do as it is entered. This information will include the target position, heading, altitude, beacon code, and airspeed.
Example: F15, Target Number/Letter, AMBMPd###V### Slew
(a) "A" is used to preface altitude assignment, F15A,## Enter, indicating the altitude. For example, 7'00 feet=A007 FL180=A180, 800 feet=A003. Maximum FL400. If you do not specify an altitude, the target will be assumed to be a non-mode C equipped aircraft, (b) "B" is used to preface the beacon code assignment.
Example: F15B### Enter
It can be a discrete or non-discrete code. If none is entered, a code of 0000 is assumed. You can also enter radio failure, emergency or hi-jack codes and receive appropriate responses. You may use the same codes being used by live aircraft without affecting those targets. "H" is used to preface heading assignments F15H### Enter. This will instruct the computer to turn the aircraft the shortest distance to the new heading. If you want to specify the direction of the turn; F1>l(R or L)#^, the aircraft will turn right or left to the assigned heading. Unless you change it, all turns will be made at the rate of three degrees per second.
"V" is used to preface airspeed assignments F15V### Enter. Use three digits from 000 to $00 for speed. If no airspeed is entered, the computer will assign zero speed.
Maximum Speed Entry 500 Knots
Notes on target entry.
(1) You must use at least one of the control functions (A, B, H, C) when starting (initiating) a target.
(2) This is the only time you will slew for target control instructions. All other entries will be keyboard entries only.
(3) The student can use the multiple mode, MTG, when entering several targets to save time.
(k) The student can inhibit/restore the target number/ letter associated with generated targets.
Inhibit Target ID: F15ZS Enter
Example:
Restore Target ID: F15XS Enter
The above entry only inhibits/restores target symbols on the scope where the entry is made. (5) Altitude change rates. There are different change rates that can be entered by the student pilots to conform with the climb/descent rates of different aircraft.
ENTRY FT/MIN
0 750
1 1500
2 3000
3 ^000
3000 FT/MIN. is assumed by the computer if a change rate is not entered after the altitude and the last thousand feet of each climb or descent is programmed at 750 FT/folN.
Example of altitude entry: F15#A###0-3 Enter
Instantaneous altitude corrections can be made by the student pilot by entering the letter "F" after the altitude entry.
Example: F15#A###F Ent
er
Therefore, to climb TW 122, target #, from 5000 to FL250 at 3000 feet per minute: F15#A2*+0 Enter. The student has the capability of changing the climb/descent rate of an aircraft.
Example: E15#A##0-3 Ent
er
The target operator has the capability of changing the climb/descent rate without entering a new altitude.
Example: F15#A0-3 Enter
(6) To have the aircraft stop altitude squawk:
Example: F15#30 Enter
(7) The mode A validity can be adjusted on each target.
Example: F15#B0-3 Enter
(8) Beacon Code Assignments. Letter "B" is used to preface the beacon code assignment. It can be a discrete or non-discrete code. If none is entered, a code of
0000 is assumed. (Non-Mode C) You can also enter radio failure, emergency or hi-jack codes, and receive appropriate responses. You may use the same codes used by normal aircraft without affecting those aircraft. (9) Heading Change Rates. There are different change rates
that can he entered by the student * pilots to conform with the turn rates of each aircraft. You have the option of adjusting the turn from one degree/second to seven degrees/second by adding a fourth digit to the entry.
ENTRY PEG/SEC
0
1
1
1.5
2
2
3
3
If
 
5
5
6
6
7
7
3 degrees/second is assumed by the computer if a change rate is not entered.
Example: F15#H## Enter Example with change rate: F15#H###0-7 Enter
If no heading is entered, the aircraft will track toward the center of the scope.
If you have assigned a change rate other than the normal value of three degrees, the aircraft will turn
until reaching the assigned heading, and then resume three degrees per second. (On subsequent turns) Turn UA 451, target M, to heading 3&0 at 5 degrees per second.
Example: FI5MH3605 Enter
It is possible to change the change rate after entering a heading for an aircraft.
Example: F|5#H0-7 Enter
Velocity Change Rates. There are different change rates that can be entered by the student pilots to conform with the air speeds of each aircraft. You have the option of adjusting the airspeed of the aircraft. This airspeed, in turn, is adjusted for altitude and wind factors. Therefore, the speed you enter will not necessarily be the same as the ground speed displayed in field four of the data block. To change assigned airspeed:
Example: F15#V### Enter
ENTRY KTS/klN
0 45
1 80
2 75
3 90 h 120 5 225
As with turns, rate of speed change can be modified. If no modification is entered a rate of 225 knots is assumed.
Example: F15#V### Enter
Example with change rate: F15#V###0-5 Enter
If no velocity is entered, the aircraft will remain stationary on the scope. It is possible to change the change rate after entering a velocity for an aircraft.
Example: F15#V#-5 Enter
The target generator is capable of making
instantaneous corrections to velocity, altitudes
and headings. Follow the entries with the letter "F"
Example: F15#V###F Enter F15#A##F Enter F15#H###F Enter
(12) Combinded Entries. Just as we combine transmissions, we can combine 2 or more of these control instructions (heading, altitude, speed, beacon) into one entry. Example: United four fifty-one, descend and maintain four thousand, reduce speed to one six zero, turn right heading zero eight zero.
Example: F15#A0*fOV160HR030 Ent
er
Continental two ninety-three, squawk code three six one four, descend and maintain one one thousand.
Example: Fl5#336llfA110 Ent
er
Note: Target number/letter, not aircraft identification, is used to control targets. (13) Double entries: We can enter double entries for altitude, heading and velocity.
Example: F15#A0^/070 Ent
er
This enters the aircraft at four thousand feet climbing to seven thousand feet.
Example: F15#Hl80/220 Enter
This enters the aircraft on a heading of 180° turning to a heading of 220°*
Example: F15V100/200 Enter
This enters the aircraft at one hundred knots increasing velocity to two hundred knots. The above entries are most advantageous when used for the first departing aircraft of each departure problem Ident. To have an aircraft ident:
Example: F15#I Enter
This may also be combined with other control instructions:
Example: F15#A070I Enter
The target will climb to 7000 and ident for 30 seconds, then stop,
11 Lw Entry. The computer has the capability of directing targets to a designated point on the scope.
The operator can designate this point at any time by pointing it out to the computer.
Example:. F15* Slew
After this designation point has been established, the computer will automatically direct each
target to that point if the student pilot enters the character "L" after the number/letter character associated with the target.
Example: F15#L Enter
It will also direct the target to the designated point after turning to an assigned heading.
Example: F15#H090L Enter
The aircraft will turn to heading 090, and then direct to designated point. The "L" entry has another extraordinary feature. If the "L" entry has been entered for the target, eleven miles from the * the target will descend to two-thousand five hundred feet and five miles from the * the target will automatically reduce its speed to 120 knots and descend to seven hundred feet. (O'Hare field elevation) The target generator system will automatically terminate targets at the * provided the "L" entry has been entered for the target. If for some reason, the pilot doesn't want the target to terminate at the * (missed approach) he can issue a new heading for the target and inhibit the termination at the *. The target generator will also automatically terminate
departure targets fifty-five miles from the antenna. Holding. To enter an aircraft into a holding pattern from its present position and assign the aircraft a holding pattern designator, enter symbol after HH.
Example: F15#HH# Enter
This automatically places the aircraft in a right hand holding pattern. To specify holding left turns enter:
Example: F15#HHI# Enter
To pull the aircraft out of the hold, specify a new heading. When entering traffic into the holding pattern the TG operator should enter a holding pattern velocity for each aircraft.
The target generator has the capability of descending each aircraft at a particular holding fix one thousand feet simultaneously. In order for the target generator to have the simultaneous descent capability the target operator must make an additional entry on the initial holding instructions. An example of this would be that each holding fix would be designated an Alpha character when putting the aircraft into the hold. When the target operator puts the targets into the hold at each holding fix, he would identify the designated
holding fix into the holding entry. After the HH.
Example: F15#HH# Enter
The letter following the HH designates the holding fix. Later when the target operator enters F15Y#. \ Enter, each target which had been assigned holding at the # fix would simultaneously descend 1000 feet.
Note: F15 Entry is optional, on any Entry after the initial entry of the target.
3. COMMUNICATION
We have training communications capabilities at 0!Hare between three different scopes. Each scope has three positions of communications. Each position is connected with a corresponding position at the other two scopes. This gives us three different communication channels between the scopes. Each position has two or four plug-ins for training at the positions. The positions for training are 1-20-28, 2-21-27, and 3-22-26. When using this capability, the normal communications at these positions are inhibited. The PAMS will work even if the position is set up for training. (CAUTION: The pre-empt feature will not work if the selector switch is in "normal" position.) To use the training communication system, ask the coramaids technician to set up the system. He will change several cables in the equipment room. When this is done, you should be sure that:
1. The frequency selector switches are all off.
2. The PAMS selector switch is in "normal".
3. You select the top (Key 1) transmitter key at the positions to be used.
k. PROCEDURES FOR PROBLEM SET-UP
a. Background. The most time-consuming part of simulation training is the problem set-up. We are working toward problem set-up via a single keyboard entry. Until this happens, however, you will have to take a few minutes to set up each target and track individually. The procedures we are going to outline will not give you specific problems but only guidelines for setting up your own problems to meet the needs of your developmental. At the end of this guideline is a list of suggested target/track data to help speed your problem set-up. (1) Equipment Set-Up.
(a) Using the instructions in Part 2, set up communications and training displays.
(b) Turn off the radar and beacon video gains. Select proper range and off center position.
(c) Since all tracks will be assigned to the student controller position, have the target generator operator select appropriate filter limits for both tracked and untracked targets. This will eliminate the need for quick-look button changes.
(d) Have the student controller set-up the filter limits
that he/she should normally use for -the operation to be simulated. ) Departure Problem.
(a) Initiate training displays, enable target generator, and place target freeze on,
(b) Have the student controller enter the flight plans of the departures. Use entry * exit fix pairs so the tracks won't pile up over the airport blotting out the first five miles. Be sure the beacon codes assigned correspond to those being assigned by the TG operator.
(c) Have the target generator operator/s initiate the targets on the runways at 700 feet, A0O7, assign the discrete beacon that corresponds to the code assigned by the control position, and assign runway heading. It will not be necessary to enter a speed yet.
Example: F15#A0j^H09#B0501 Slew (At approach end of runway)
(d) Have the TG operator enter the flight plan data on the over traffic and conflicting inbound traffic.
(e) Advise the TG operators how much space you want on the departures and what headings they should assign at the departure end of the runway.
(f) TG Operator's Initial Entry: To enter an aircraft into the problem apart from those initiated on the runway, the
TG operator will enter the altitude, usually 5000 feet, and a speed, usually 180 to 200 knots. Allow two minutes for each departure to reach 180 knots.
Example:' F15#A050V180 Enter
.... I
Have the TG operator turn the target to the assigned heading as the aircraft crosses the departure end of the runway, ^t is possible for the student to enter instantaneous speeds on the departure by entering the "F" feature after the airspeed.
Example: F15#A050V180F Enter
Advise the inbound TG operator when to enter the satellite traffic. Release the freeze, F15ZF Enter. Note: If you have 2 or more TG operators it works best if one initiates all the targets into the problem and another enters all the instructions received from the controllers. After the aircraft reaches 4000 to 5000, have the TG operator increase the airspeed from 200 to 250. You can experiment with the speeds to simulate O'Hare noise abatement climb-outs.
If you wish to simulate the keyboard handoff function, have the student handoff to the arrival TG operator.
(j) All heavy jet tags will have to be assigned by the
student controller as the aircraft calls. Problem Notes.
(a) All departure strips should be prepared before the problem starts and placed in strip holders.
(b) When simulating satellite traffic do not prepare strips ahead of time. Writing the strips and coordination is a very important function to be learned here.
Approach Problem Set-Lfp.
(a) Initiate training displays, enable target generator, and place target freeze on, or don't assign airspeeds.
(b) Have the student controller enter the flight plans for the arrivals using beacon codes that correspond to those being entered by the TG operator. Use the entry'* exit pairs to provide auto-acquisition and track drop.
Target Generator Instructions When Not Holding. Have the TG operator initiate the targets on the appropriate inbound routes at 10,000 for jets, descending to 7000 at speeds you feel are appropriate, usually 250 knots to start, squawking beacon codes that correspond to those being entered by the TG controller. The TG operator should start the targets with the spacing you require. He/she can build up targets 50 miles out at zero speed and enter them into the problem by making
altitude and airspeed assignments as they would for departures.
Example to initiate a target: F15#A100BOl+01H255 Slew
Example to enter target into problem from zero speed: F15#A070V250F Enter
Target Generator Instructions When Holding. Enter the targets on the appropriate route inbound toward the holding fix at holding speed, level at assigned altitude, squawking codes that correspond to those being assigned by the controller.
Example: F15#A070H180V210B0401 Slew
When the target reaches the holding fix, enter the holding instruction:
Example: F15#HH# Enter
Enter fix identifier after HH in order to use "Y" entry later for simultaneous descent.
Note 1: Because the holding patterns are well within the autoacquire range, the controller will have to suspend all tracks before the problem starts or do not enter beacon codes until the aircraft enter the problem.
Note 2: If you do not have a handoff trainee, have the
approach trainee prepare the arrival strips before the problem starts.
Terminate Target Generator: To turn off -the target generator and set up another problem:
a. F15ZT Enter.......TG off
b. Track drop all.....Remove data
c. F15XT Enter.......TG on
d. F15XF Enter.......Freeze on
e. If you use the above procedures it will eliminate any wind model entered. You can eliminate steps a, b, c and inhibit each individual target by F15# Enter for
each target.
Steps to return displays to operational status: Step 1 - Deactivate the target generator
Example: F15ZT Enter
This entry can be made from any of the training displays and will terminate the target generator for all displays.
Step 2 - Remove display from training status
Example: F15XM1 Enter, and/or F15XM0 Enter
This will have to be repeated for each display. When complete, all the normal functions will be returned to the display. You need not reconfigure the display. Step 3 - Adjust beacon and radar video gains.
If the display(s) you need have the conimunications altered for training, have conimaids return the positions to normal operation. It only takes a few seconds.
Suggested Target/Flight Plan Data
(a) Target Data for Departure Training;
TARGET GENERATED ARRIVALS
Target Identification Beacon
V 0lK)1
TJ 0k02
T OkOZ
S OkOk
R 0^05
Q OkOS
P OkOJ
0 0M0
Target Generated Satellite Traffic: CHARACTER ACID TYPE BEACON
FIX
Alternate Traffic: R UA123
Q N26D
P PI83
0 99ILL
ALT.
R
N26D
BE35
0405
E/3W
7/3
Q
N900ILL
BE90
0406
X/3VX
10/6
P
MUSIC11
C119
0407
H/9BC
8/3
0
MUSIC69
A-4
0410
Round Lake
200
V
N158
C172
0401
R/MKE
4/4
U
N99I
PAZT
0402
S/3VX
11/6
T
VMLX12
P-3
0403
R/3W
24/6
S
N55N
BE55
0404
MKE/CGT
5/3
B727
0405
T
240
BE35
0406
E
70
B737
0407
E
240
BE90
0410
Q
110
Target Generated Departures :
TARGET ID
ACID
TYPE
BEACON
ALTITUDE
0
AA100
37272
0101
240
1
UA666
B737
0102
240
2
AA122
B747
0103
240
3
NC458
CV58
0104
60
4
DL548
DC 9
0105
220
5
PA58
B7S
0106
240
6
NC102
CV58
0107
70
7
TW304
B727
0110
240
CD
FHL106
PATZ
0111
30
9
UA830
B7373
0112
240
A
NC923
DC 9
0113
120
B
SK940
 
0114
240
C
AA123
B7272
0201
240
D
UA111
DC8H
0202
240
E
NW711
B7272
0203
240
F
T¥269
B7272
0204
240
G
BN53
B727
0205
240
H
DL196
DC8
0206
240
I
NW717
B727
0207
240
J
C017
DC10
0210
240
K
OZ801
F27
0211
80
L
AA242
B727
0212
240
M
UA667
B727
0213
160
N
T¥305
B707
0214
240
(c) Target Generated Departures:
TARGET IDENTIFICATION BEACON CODE
0 0201
P 0202
Q 0203
R 0204
s 0501
T 0502
u 0503
V 0504
Target Generated Arrivals:
TARGET ID
ACID
TYPE
BEACON CODE
0
AA100
B727
0401
1
UA666
B737
Ok02
2
AA122
H/B7i+7
01*03
3
NC458
CV58
0401+
4
DL961
DC9
0405
5
PA58
H/37S
0406
6
NC102
DC 9
0407
7
TW304
B727
0410
co
PHL106
PAZT
0411
9
UA830
B737
0412
A
AZ667
H/B747
0413
B
SK940
H/B7if7
0414
G
AA123
B727
0301
D
UA111
H/DC8
0302
E
'W711
B727
0303
F
TW269
B727
0304
G
BN53
B727
0305
H
DL196
 
0306
I
NW717
B727
0307
J
C017
H/DC10
0310
X
EA954
H/L101
0311
L
0Z801
FA27
0312
M
AA242
B727
0313
N
TW305
B707
0314
tfr U. S. GOVERNMENT PRINTING OFFICE: 1975


PDF Dokument
CHICAGO O’HARE AIRPORT - Handbuch Flugverkehrskontrolle
Federal Aviation Administration, PDF Dokument, 287 Seiten, 8 MB
   
PDF Dokument
CHICAGO O’HARE AIRPORT - Handbuch Flugverkehrskontrolle
Federal Aviation Administration, PDF Dokument, OCR-Texterkennung, 287 Seiten, 8 MB

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