Narrative:

As the radar controller at the harley sector traffic was low. C90 launched a heavy aircraft off of their west runway and needed to get the aircraft into the east track which would of required the aircraft to make several turns with the C90 controller. Often the C90 controller will call the harley controller and request to go direct to the badger VOR in order to not have to issue the aircraft multiple turns and keep the aircraft climbing. Typically the harley sector will approve this request as traffic permits. Going direct the badger VOR when mke is using the south track puts the ord departures in the face of that traffic. Since we had no traffic the request was approved. However; as the aircraft approached mke airspace; mke approach departed a southbound aircraft in the southbound track. I reviewed the B777 altitude and noticed he was only out of 12;200 ft in mke's airspace with an aircraft head on climbing to 13;000 ft. I called mke approach to verify they had received a point out on the B777 from C90. This would be C90's responsibility as it's climbing from their airspace into mke's airspace. The mke controller said point out approved. I then asked again if they had received a point out from C90. The controller verified they had not received a point out from C90. This is a typical practice of C90 and is very dangerous. C90 claims they can not 'see' that far out on their radar and therefore pass the buck to ZAU controllers. This is a very bad practice. This is C90's airspace and it should be there responsibility to point these aircraft out to mke. None of this occurs in ZAU's airspace yet we are handed ord's responsibility to manage their airspace? If C90 is going to request something out of the ordinary; they should still affect the required point outs to be done and they did not. Review with C90 how to do a point out. Make sure their radar coverage; which it does; has the ability to view the range it needs to. They have excused themselves from this very primary procedure for too long and given too many excuses and it has caused many violations. Not too long after this very session there were two more aircraft that had airspace deviations between C90 and mke in their airspace.

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Original NASA ASRS Text

Title: ZAU Controller alleges that C90 failed to point traffic to MKE; observing additional C90 point out failures not long after this reported event.

Narrative: As the RADAR Controller at the Harley Sector traffic was low. C90 launched a Heavy aircraft off of their west runway and needed to get the aircraft into the east track which would of required the aircraft to make several turns with the C90 Controller. Often the C90 Controller will call the Harley Controller and request to go direct to the Badger VOR in order to not have to issue the aircraft multiple turns and keep the aircraft climbing. Typically the Harley Sector will approve this request as traffic permits. Going direct the Badger VOR when MKE is using the south track puts the ORD departures in the face of that traffic. Since we had no traffic the request was approved. However; as the aircraft approached MKE airspace; MKE Approach departed a southbound aircraft in the southbound track. I reviewed the B777 altitude and noticed he was only out of 12;200 FT in MKE's airspace with an aircraft head on climbing to 13;000 FT. I called MKE Approach to verify they had received a point out on the B777 from C90. This would be C90's responsibility as it's climbing from their airspace into MKE's airspace. The MKE Controller said point out approved. I then asked again if they had received a point out from C90. The Controller verified they had not received a point out from C90. This is a typical practice of C90 and is very dangerous. C90 claims they can not 'see' that far out on their RADAR and therefore pass the buck to ZAU Controllers. This is a very bad practice. This is C90's airspace and it should be there responsibility to point these aircraft out to MKE. None of this occurs in ZAU's airspace yet we are handed ORD's responsibility to manage their airspace? If C90 is going to request something out of the ordinary; they should still affect the required point outs to be done and they did not. Review with C90 how to do a point out. Make sure their RADAR coverage; which it does; has the ability to view the range it needs to. They have excused themselves from this very primary procedure for too long and given too many excuses and it has caused many violations. Not too long after this very session there were two more aircraft that had airspace deviations between C90 and MKE in their airspace.

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.