Overview - Procedures

Rev 1.4 - September 12, 2004 22:12
Overview - contents:

TEAM_CHICAGO
US Basics
Airspace Boundaries
Taking/Leaving a Position
Know your LIMITS!
VFR in Chicago

TEAM_CHICAGO
The Chicago ARTCC has set forth procedures and practices that enable everyone who is part of the "team" to work together without any confusion or mis-understandings. These procedures and practices are available at this web site to educate everyone who chooses to participate, whether they are pilots flying in the ARTCC or controllers working positions. Please inform and educate others, direct them to this web site, and assist both pilots and controllers in knowing and understanding these basics.
This IS a team approach, and as such needs participation to be effective. While you may not agree with some of the procedures set forth, you are invited to either use them as provided, or kindly are requested to not participate.

US Basics
This is US AIRSPACE (OBVIOUS, but seemingly missed by some!!), and it is important that you become familiar with US specific terminology and procedures in order to minimize any confusion between yourselves and others online.
Take the time to READ the basics at the VATSIM-US TRAINING PAGE.
Several fundamentals are VERY different in US Airspace and it is worth noting them so that you aren't continually confused/corrected by others, notable phrases/items include;
a) The terms "report established" and "report outer marker" - NOT GENERALLY USED in US Airspace.
b) "Line up and hold" - the US equivalent is "position and hold".
c) Transition to Flight Levels is 18,000ft. in US Airspace, everything below 18,000ft. is referenced as an altitude.
d) The only airspeed restriction is for all aircraft below 10,000ft. to be at or below 250kias (knots Indicated Airspeed).

Airspace Boundaries
Take the time to review the airspace boundaries for the ARTCC. Both the ADJACENT ARTCCs, Chicago is bordered by Cleveland, Indianapolis, Kansas City and Minneapolis ARTCCs, and the boundaries for positions within the ARTCC. Coordinating with adjacent controllers is conducive to smooth traffic flow.

Taking/Leaving a Position
a) LOG ON INITIALLY AS AN OBSERVER, check in with the ARTCC Chief, if online, and determine what positions are available. Additionally, use the Positions chart to determine a reasonable position for your skill level.
b) CHECK THE METAR (.wx ) for the primary airport you will be covering.
Use the example ATIS below to set your ATIS for whatever airport you are covering. If you are at an Approach or Center position, simply include the voice connection/room identifier in your ATIS, airport information is not necessary,
Example TWR/GND airport ATIS:
May. 31, 2004...Chicago Midway (KMDW) Information FOXTROT
牋牋牋 Departure RWY 31C, Arrival RWY 31C (localizer 109.90)
牋牋牋 Advise you have FOXTROT on first contact...
Example APP/CTR ATIS:
May. 31, 2004...Chicago Center - BEARZ Sector; Controller <name>
牋牋牋 Voice on rw.avsim.net/chi_b_ctr

c) CENTER PRIORITY for INCOMING APPROACH STAFFING- if CENTER is already staffed and you are interested in taking an Approach position, you MUST check with the active CENTER first, and allow that individual to take the Approach position if they so desire, and you can replace them at CENTER. This rule is in place to allow those providing staffing to have the first choice of moving down to what some consider the more exciting/favourable position - they probably attracted the traffic, they should be allowed to reap the benefit.
d) ACTIVE APPROACH POSITION REQUIRED TO OPEN MORE THAN ONE CENTER SECTOR - you cannot open an additional center sector if Chicago Approach is NOT STAFFED, since there would then be a conflict as to which sector handled Approaches into O'Hare.
e) ONLY TAKE AN ACTIVE POSITION if you are willing and able to REMAIN a minimum of 30 minutes.
f) ANNOUNCE ON the ATC channel that you are in position and the frequency you are on.
g) COORDINATE with the adjacent controller(s) in a chat box.
h) PROVIDE A MINIMUM 5 MINUTES notification prior to your leaving, on both YOUR FREQ. and ATC channel.

Know your LIMITS!
Chicago can get VERY busy, if you are uncomfortable with the position you have taken as the traffic builds, switch to a less demanding position rather than getting in over your head. Be aware that the CHI_APP position, especially, is NOT an easy position to staff if you are just learning and there is a lot of traffic. Take GND, TWR or a satellite APP position and learn with lighter traffic loads instead of commanding a position that puts you out of your depth!
For ALL positions take the time to review the details posted for the positions, and the generally procedures applicable. For TWR and APP positions be sure and have available the charts where provided.

VFR in Chicago
The issue of "VFR" flights in the Chicago ARTCC and more specifically the Chicago O'Hare Class Bravo airspace, is one of continual "discussion" it seems.
Some of the confusion may stem from mis-understandings as to what is/is not possible as a "VFR" flight, and what rules do or do not have to be followed.
In the general area of the Chicago ARTCC, VFR operations are welcomed, presuming the pilots and controllers understand the requirements. Simply put, a VFR operation may request "flight following" but may find that the controller is unable to continue a "conversation" with the pilot. Don't use VFR/"Flight Following" as a replacement for an online "chat room". Additionally, VFR requires the pilot can operate WITHIN those flight rules, calling ATC because you are "in the soup" has already meant you violated the basic rule of VFR! Clearances may be nothing more than "depart VFR your discretion", if the controller is busy with IFR traffic.
In the Chicago O'Hare Class Bravo Airspace VFR takes on a different "complexion"as follows;
a) VFR TRANSITIONS THROUGH the Class Bravo can be provided on request, PRIOR to entering the Class Bravo. Approval is at the discretion of the duty controller. Simple as that. A pilot should EXPECT vectors as necessary, since once inside the Class Bravo, though VFR applies as far as remaining clear of clouds and being responsible for your own visual separation from traffic, vectoring around to enable the ATC to provide services for IFR traffic is quite a likely event.
b) NO VFR Arrivals and Departures at O'Hare, for aircraft that MEET item "c" below, there still is a requirement to file an IFR flight plan to arrive or depart O'Hare, and to expect vectors for the arrival/departure. Once clear of the Class Bravo, the IFR flight plan can be closed and VFR flight continued.
c) NO SINGLE-ENGINE LIGHT AIRCRAFT operations at O'Hare, aircraft arriving, departing or requesting circuits at O'Hare must be capable of maintaining an initial approach speed of 140kias (knots Indicated Airspeed) or greater.