Narrative:

I was the operational flm (front line manager) in the northwest area of ZAU. The alo (71R) radar controller called me over to advise me that they had a rdof (radio failure) data block flashing on their scope and they did not know who it was; the coton (75R) radar controller confirmed that they had it also. I went up to the omic (operations manager-in-charge) desk where there was an field level manager (flm) in charge and asked if they had gotten calls from the southwest area flm (the low altitude sectors underlying the northwest area high altitude sectors are in the southwest area) notifying them or explaining the rdof data block. They did not and I showed them the data block. I then went down to the southwest area to see if they were aware of it. There was a controller in charge (controller in charge) in charge in that area and they said they had a NORDO that they had received a point out from alo approach control on. The aircraft was aircraft X on an IFR flight to iow via direct at 7000 ft squawking [IFR]. When queried more about it; they said that the controller had said the aircraft was having electrical problems and had lost its radios and they think the aircraft may be VFR now because it squawked 1200 briefly before it began squawking 7600. No one was sure if it was VFR; IFR or in distress. Cedar rapids approach (cid) now had the handoff and the aircraft was in their airspace. Cid controller said they were monitoring the flight and assumed it would land at iow (iowa city) because that was its IFR flight plan destination. I brought information to the acting omic and he called alo approach to inquire what was happening and if they had notified the den (domestic events network); they did not apparently because they weren't sure if the aircraft was VFR or if it was necessary. Cid approach was called next and they re-iterated the same thing. As I took the flight plan strip and info to the ZAU tmu to report info to the den the den called the ZAU tmu (to advise them that we had an rdof flashing west of cid. The tmu flm relayed the information that we knew about the aircraft including the call sign and situation. As we were relaying the info alo approach called on the den and began to fill in more details. The question was asked if the aircraft was VFR and the reply was it was on an IFR flight plan receiving services when it had problems and the pilot had mentioned possibly landing somewhere VFR. They lost communications and shortly after pilot squawked 1200 then 7600. They weren't sure if that meant he was VFR now or not but that had no voice communications stating a cancellation. Aircraft was at 7000 ft as last assigned. Den questioned if someone was providing IFR services; they replied the aircraft was now in cedar rapids approach airspace. Cedar rapids came on line and stated they weren't sure if the aircraft was VFR or IFR from what was coordinated with them but it was squawking 7600 and they would provide services until pilot landed and then have pilot call in to explain. I briefed the (controller in charge) of the necessity to advise the omic of any occurrences like this and let them begin the process of ensuring full service to the aircraft if they were unsure of procedures.education of controller in charge responsibilities and perhaps maintaining oversight of an area by an flm from an adjacent area when the area flm is not available. In this case the flm for the adjacent area and the flm for the southwest area were not available due to a nonoperational meetings. Additional follow up with cid approach personnel and alo approach personnel on den reporting; NORDO notification requirements; and perhaps aircraft in distress coordination. If cics are not able to comprehend the scope of duties; possible impacts of non-performance of those duties outside of normal occurrences; then perhaps we need to train them more or cease the use of controllers in charge.

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Original NASA ASRS Text

Title: ZAU Front Line Manager (FLM) reports of an aircraft that had a radio failure but weren't sure if the aircraft was still IFR. The FLM inquires to see who knows what and finds out that no one is sure of the aircraft's intentions. The FLM questions the CIC in another area for not letting others know what was going on with this aircraft.

Narrative: I was the operational FLM (Front Line Manager) in the Northwest Area of ZAU. The ALO (71R) Radar controller called me over to advise me that they had a RDOF (Radio Failure) data block flashing on their scope and they did not know who it was; the COTON (75R) Radar controller confirmed that they had it also. I went up to the OMIC (Operations Manager-in-Charge) desk where there was an Field Level Manager (FLM) in charge and asked if they had gotten calls from the Southwest Area FLM (the low altitude sectors underlying the NW Area High altitude sectors are in the SW Area) notifying them or explaining the RDOF data block. They did not and I showed them the Data Block. I then went down to the SW Area to see if they were aware of it. There was a Controller in Charge (CIC) in charge in that area and they said they had a NORDO that they had received a point out from ALO Approach control on. The aircraft was Aircraft X on an IFR flight to IOW via direct at 7000 FT squawking [IFR]. When queried more about it; they said that the controller had said the aircraft was having electrical problems and had lost its radios and they think the aircraft may be VFR now because it squawked 1200 briefly before it began squawking 7600. No one was sure if it was VFR; IFR or in distress. Cedar Rapids Approach (CID) now had the handoff and the aircraft was in their airspace. CID controller said they were monitoring the flight and assumed it would land at IOW (Iowa City) because that was its IFR Flight Plan destination. I brought information to the acting OMIC and he called ALO Approach to inquire what was happening and if they had notified the DEN (Domestic Events Network); they did not apparently because they weren't sure if the aircraft was VFR or if it was necessary. CID APCH was called next and they re-iterated the same thing. As I took the flight plan strip and info to the ZAU TMU to report info to the DEN the DEN called the ZAU TMU (to advise them that we had an RDOF flashing west of CID. The TMU FLM relayed the information that we knew about the aircraft including the call sign and situation. As we were relaying the info ALO Approach called on the DEN and began to fill in more details. The question was asked if the aircraft was VFR and the reply was it was on an IFR flight plan receiving services when it had problems and the pilot had mentioned possibly landing somewhere VFR. They lost communications and shortly after pilot squawked 1200 then 7600. They weren't sure if that meant he was VFR now or not but that had no voice communications stating a cancellation. Aircraft was at 7000 FT as last assigned. DEN questioned if someone was providing IFR services; they replied the aircraft was now in Cedar Rapids APCH airspace. Cedar Rapids came on line and stated they weren't sure if the aircraft was VFR or IFR from what was coordinated with them but it was squawking 7600 and they would provide services until pilot landed and then have pilot call in to explain. I briefed the (CIC) of the necessity to advise the OMIC of any occurrences like this and let them begin the process of ensuring full service to the aircraft if they were unsure of procedures.Education of Controller in Charge responsibilities and perhaps maintaining oversight of an area by an FLM from an adjacent Area when the Area FLM is not available. In this case the FLM for the adjacent area and the FLM for the SW area were not available due to a nonoperational meetings. Additional follow up with CID APCH personnel and ALO APCH personnel on DEN reporting; NORDO notification requirements; and perhaps Aircraft in distress coordination. If CICs are not able to comprehend the scope of duties; possible impacts of non-performance of those duties outside of normal occurrences; then perhaps we need to train them more or cease the use of Controllers in charge.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.