Narrative:

In chicago center (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 + chicago tracon (C90)/north departures sector + milwaukee approach control (mke)/south departures sector. A certain north departure kenosha corridor procedure and mke approach sector point-out responsibility is not correctly understood by anyone in the FAA. The mke approach sector point-out responsibility is being grossly ignored and misunderstood leading to a very dangerous scenario to violate the air traffic procedures manual (ATP-7110.65) each and every time this certain scenario occurs in the north departure kenosha corridor. Here is the scenario and explanation in the most 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/assigned to C90; 8;000FT-13;000FT. 4. C90 will dictate which side/box of the kenosha corridor they will use/own; east or west. 5. In june 2009 from xa:00am-xb:30am; (and on numerous dates and years prior to this date); severe weather was impacting the north departure kenosha corridor. 6. So the decision was made by FAA management that both C90 and mke approach will put their departures in the east side/box of the kenosha corridor. (The west side/box was closed down due to the severe weather impacting the area.) 7. The FAA coordination was that C90 owns the east side/box and mke approach will also be putting aircraft into the east side/box. 8. Again; this kenosha corridor is totally within the confines of mke approach airspace and is delegated/assigned to C90; 8;000FT-13;000FT. So a point-out is required to be made to C90 by mke approach on all aircraft transitioning in it. 9. Numerous aircraft were put into the east side/box by mke approach and not one of them was pointed-out to C90 by mke approach. 10. Mke approach does not have anything in writing in any LOA anywhere; absolving them from their responsibility; (vis-'-vis the ATP-7110.65); to make this kenosha corridor point-out to C90. It does not exist. 11. Thus; every time an aircraft requires a point-out to C90 under this scenario; mke approach does not make it; thus violating the ATP-7110.65 and incurring an airspace deviation/violation. Questions and comments: 1. Why is mke approach continually violating the ATP-7110.65 with point-out responsibility procedures with the FAA's knowledge? 2. How soon before a catastrophic event occurs even though the FAA has a simple way to avoid it? (With basic ATP-7110.65 point-out responsibility procedures.) 3. ZAU harley sector controllers are going way above and beyond their ATC responsibilities and duties under this scenario. Especially when it comes to the separation of head-on traffic not even in our airspace; and the ATP responsibility of other approach controllers to separate these aircraft; (which they are not doing.) 4. ZAU controllers have been screaming about this backwards; dangerous and potentially life threatening kenosha corridor for years and the FAA has done nothing to resolve it. Solution: 1. Make mke approach do their job with regard to point-out responsibility procedures in the ATP-7110.65. 2. Create a sterile climb corridor so that no point-outs are ever required to be made by any sector. 3. Lower the mke approach altitude limits back down to 10;000 ft and adjust the north departure kenosha corridor to reflect this change. 4. Remove the north departure kenosha corridor 5. There are many smart controllers that could get to a safe and feasible solution to this problem. Just get them involved.

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Original NASA ASRS Text

Title: ZAU Controller voiced concern regarding existing procedures reference shared airspace between three facilities; alleging point out procedures are not being followed and safety is being compromised.

Narrative: In Chicago Center (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 + Chicago Tracon (C90)/North Departures Sector + Milwaukee Approach Control (MKE)/South Departures Sector. A certain North Departure Kenosha Corridor procedure and MKE Approach sector point-out responsibility is not correctly understood by anyone in the FAA. The MKE Approach sector point-out responsibility is being grossly ignored and misunderstood leading to a very dangerous scenario to violate the Air Traffic Procedures manual (ATP-7110.65) each and every time this certain scenario occurs in the North Departure Kenosha Corridor. Here is the scenario and explanation in the most 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/assigned to C90; 8;000FT-13;000FT. 4. C90 will dictate which side/box of the Kenosha Corridor they will use/own; east or West. 5. In June 2009 from XA:00am-XB:30am; (and on numerous dates and years prior to this date); severe weather was impacting the North Departure Kenosha Corridor. 6. So the decision was made by FAA management that both C90 and MKE Approach will put their departures in the east side/box of the Kenosha Corridor. (The West side/box was closed down due to the severe weather impacting the area.) 7. The FAA coordination was that C90 owns the east side/box and MKE Approach will also be putting aircraft into the east side/box. 8. Again; this Kenosha Corridor is totally within the confines of MKE approach airspace and is delegated/assigned to C90; 8;000FT-13;000FT. So a point-out is required to be made to C90 by MKE Approach on all aircraft transitioning in it. 9. Numerous aircraft were put into the east side/box by MKE Approach and not one of them was pointed-out to C90 by MKE Approach. 10. MKE Approach does NOT have anything in writing in any LOA anywhere; absolving them from their responsibility; (vis-'-vis the ATP-7110.65); to make this Kenosha Corridor point-out to C90. It does NOT exist. 11. Thus; every time an aircraft requires a point-out to C90 under this scenario; MKE Approach does not make it; thus violating the ATP-7110.65 and incurring an airspace deviation/violation. Questions and Comments: 1. Why is MKE Approach continually violating the ATP-7110.65 with point-out responsibility procedures with the FAA's knowledge? 2. How soon before a catastrophic event occurs even though the FAA has a simple way to avoid it? (With basic ATP-7110.65 point-out responsibility procedures.) 3. ZAU Harley sector controllers are going way above and beyond their ATC responsibilities and duties under this scenario. Especially when it comes to the separation of head-on traffic not even in our airspace; and the ATP responsibility of other approach controllers to separate these aircraft; (which they are not doing.) 4. ZAU controllers have been screaming about this backwards; dangerous and potentially life threatening Kenosha Corridor for years and the FAA has done nothing to resolve it. Solution: 1. Make MKE Approach do their job with regard to point-out responsibility procedures in the ATP-7110.65. 2. Create a sterile climb corridor so that no point-outs are ever required to be made by any Sector. 3. Lower the MKE Approach altitude limits back down to 10;000 FT and adjust the North Departure Kenosha Corridor to reflect this change. 4. Remove the North Departure Kenosha Corridor 5. There are many smart controllers that could get to a safe and feasible solution to this problem. Just get them involved.

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.