Narrative:

In ZAU ARTCC; in the north area of specialization; at the harly sector #62; there is an established 'north departure kenosha corridor' that exists between 3 different sectors/facilities. ZAU/harly sector and chicago TRACON (C90)/north departures sector and milwaukee approach control (mke)/south departures sector. A certain 'north departure kenosha corridor' procedure and C90 sector pointout responsibility is not correctly defined; explained or understood in all the relevant loas. The C90 sector pointout responsibility is being misinterpreted and grossly neglected by C90 and the FAA. Thus leading to a very dangerous unilateral decision by C90 to violate the air traffic procedures manual; each and every time this certain scenario occurs in the 'north departure kenosha corridor.' here is the scenario and explanation in the simplest of terms possible: 1) C90 and mke approach both own the airspace of 13;000 ft and below; which butt up against each other north and south. 2) harly owns 14;000 ft and above; above both C90 and mke approach. 3) there is an established 'north departure kenosha corridor;' to reduce coordination between all 3 facilities and more efficiently move north and south departure air traffic out of C90 and mke approach airspace. This corridor is totally within the confines of mke approach airspace and is delegated to C90; 8;000-13;000 ft. 4) at times; C90 north departure aircraft do not climb out within the boundary limits of the 'kenosha corridor;' thus violating the rest of mke approach airspace. 5) in the ZAU/mke LOA section f(a) states the following: 'jets: chicago ARTCC shall restrict all C90 area jet departures to cross the northern boundary of the kenosha corridor at or above 14;000 ft. Aircraft not meeting the restriction shall be pointed out to milwaukee ATCT by chicago ARTCC.' 6) C90 does not have anything in writing in any LOA anywhere; absolving them from their responsibility (vis-a-vis the ATP-7110.65); to make this 'kenosha corridor' pointout to mke approach. It does not exist. 7) thus; every time an aircraft requires a pointout to mke approach under this scenario; C90 does not make it; thus violating the ATP-7110.65 and incurring an airspace deviation/violation. Further support information for the harly sector proving C90 should make the pointout: in the C90/mke LOA section 7(b) states the following: 'mke shall point out east/west overflight traffic in their airspace to C90 north departures that will transition the active north departure climb corridor in use....' this is in the C90/mke LOA to obviously ensure that C90 is aware of traffic at the top end of the 'north departure kenosha corridor' so that C90 misses the known pointed-out traffic; and not harly! Harly does not get this pointout call from mke approach. Simple questions and comments: 1) why is the harly sector involved and responsible for anything 13;000 ft or below? (Opposite the ATP-7110.65). This 'kenosha corridor' is not even in the harly airspace; it is delegated airspace to C90. This is an approach (C90) to approach (mke) control problem/issue. 2)why is C90 continually violating the ATP-7110.65 with pointout responsibility procedures with the FAA's knowledge? 3) how soon before a catastrophic event occurs even though the FAA has a way to avoid it? (With basic ATP-7110.65 points responsibility procedures). 4) back in the summer of 2006 there was a near miss of 2 aircraft under this scenario. 5) just a few weeks ago there were 2 aircraft that came dangerously close again under this scenario. 6) ZAU controllers have been screaming about this backwards; dangerous and potentially life threatening scenario for years and the FAA has done nothing to resolve it. Solution: 1) remove section f(a) from the ZAU/mke LOA which states the following: 'jets: chicago ARTCC shall restrict all C90 area jet departures to cross the northern boundary of the kenosha corridor at or above 14;000 ft. Aircraft not meeting the restriction shall be pointed out to

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Original NASA ASRS Text

Title: ZAU controller described in detail an ongoing scenario; suggesting that C90 controllers consistently fail to complete required point outs/handoffs when utilizing the North Departure Kenosha Corridor.

Narrative: In ZAU ARTCC; in the north area of specialization; at the Harly Sector #62; there is an established 'North Departure Kenosha Corridor' that exists between 3 different sectors/facilities. ZAU/Harly Sector and Chicago TRACON (C90)/North Departures Sector and Milwaukee Approach Control (MKE)/South Departures Sector. A certain 'North Departure Kenosha Corridor' procedure and C90 sector pointout responsibility is not correctly defined; explained or understood in all the relevant LOAs. The C90 sector pointout responsibility is being misinterpreted and grossly neglected by C90 and the FAA. Thus leading to a very dangerous unilateral decision by C90 to violate the Air Traffic Procedures Manual; each and every time this certain scenario occurs in the 'North Departure Kenosha Corridor.' Here is the scenario and explanation in the simplest of terms possible: 1) C90 and MKE Approach both own the airspace of 13;000 FT and below; which butt up against each other north and south. 2) Harly owns 14;000 FT and above; above both C90 and MKE Approach. 3) There is an established 'North Departure Kenosha Corridor;' to reduce coordination between all 3 facilities and more efficiently move north and south departure air traffic out of C90 and MKE Approach airspace. This corridor is totally within the confines of MKE Approach airspace and is delegated to C90; 8;000-13;000 FT. 4) At times; C90 north departure aircraft do not climb out within the boundary limits of the 'Kenosha Corridor;' thus violating the rest of MKE Approach airspace. 5) In the ZAU/MKE LOA Section f(a) states the following: 'Jets: Chicago ARTCC shall restrict all C90 area jet departures to cross the northern boundary of the Kenosha Corridor at or above 14;000 FT. Aircraft not meeting the restriction shall be pointed out to Milwaukee ATCT by Chicago ARTCC.' 6) C90 does NOT have anything in writing in any LOA anywhere; absolving them from their responsibility (vis-a-vis the ATP-7110.65); to make this 'Kenosha Corridor' pointout to MKE Approach. It does NOT exist. 7) Thus; every time an aircraft requires a pointout to MKE Approach under this scenario; C90 does not make it; thus violating the ATP-7110.65 and incurring an airspace deviation/violation. Further support information for the Harly Sector proving C90 should make the pointout: In the C90/MKE LOA Section 7(b) states the following: 'MKE shall point out east/west overflight traffic in their airspace to C90 north departures that will transition the active north departure climb corridor in use....' This is in the C90/MKE LOA to obviously ensure that C90 is aware of traffic at the top end of the 'North Departure Kenosha Corridor' so that C90 misses the known pointed-out traffic; and NOT Harly! Harly does NOT get this pointout call from MKE Approach. Simple questions and comments: 1) Why is the Harly Sector involved and responsible for anything 13;000 FT or below? (Opposite the ATP-7110.65). This 'Kenosha Corridor' is not even in the Harly airspace; it is delegated airspace to C90. This is an Approach (C90) to Approach (MKE) Control problem/issue. 2)Why is C90 continually violating the ATP-7110.65 with pointout responsibility procedures with the FAA's knowledge? 3) How soon before a catastrophic event occurs even though the FAA has a way to avoid it? (with basic ATP-7110.65 points responsibility procedures). 4) Back in the summer of 2006 there was a near miss of 2 aircraft under this scenario. 5) Just a few weeks ago there were 2 aircraft that came dangerously close again under this scenario. 6) ZAU Controllers have been screaming about this backwards; dangerous and potentially life threatening scenario for years and the FAA has done nothing to resolve it. Solution: 1) Remove Section f(a) from the ZAU/MKE LOA which states the following: 'Jets: Chicago ARTCC shall restrict all C90 area jet departures to cross the northern boundary of the Kenosha Corridor at or above 14;000 FT. Aircraft not meeting the restriction shall be pointed out to

Data retrieved from NASA's ASRS site as of April 2012 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.