Medium Large Transport
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 5
Time Pressure; Distraction; Communication Breakdown; Workload
ATC Issue All Types; Airspace Violation All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Procedure; Airspace Structure; Human Factors
There is a procedure in place for GYY arrivals with a portion of it having too steep of a descent for aircraft to comply. The route is supposed to be POOGY COOKS with the RBS 45 sector crossing 10 NM S of POOGY at FL240 then COOKS at 17;000 FT. My airspace lies between FL230 and COOKS at 17;000 FT; so I am dependent on the sector before [mine] to meet their restriction and transfer communication in time to issue the COOKS at 17;000 FT crossing. There is approximately 25 miles for aircraft to descend 7;000 FT. A factor that makes this more challenging is aircraft usually have a tailwind on the heading to COOKS. Today; Aircraft X was cleared direct COOKS by the previous sector; did not APREQ [Approval Request] direct COOKS and was too high to make the crossing at COOKS. When I received communications with Aircraft X; had less than 10 NM to make the crossing. I was forced coordinate Aircraft X descending with the next sector beginning just after COOKS. Coincidentally; upon communications transfer to Sector NEWTT/EON 43/44; the aircraft did not respond and was NORDO[No Radio]. Communication with Aircraft X was reestablished well inside NEWTT/EON 43/44 airspace without incident.The RBS sector failed to coordinate the aircraft not meeting the SOP. The SOP route and altitude restriction is not feasible for aircraft to fly when the SOP restrictions are made. The procedure should be designed to go from RBS 45 to NEWTT/EON 43/44. A route of RBS LUCIT would move the GYY aircraft further South; which would aid 43/44 in missing their South departure traffic. It would be a more direct route and it would stay in one area rather than go from the South Area; the Southwest Area; then back to the South Area. The descent profile should be shallowed out with RBS 45 getting aircraft to FL240 earlier to account for any traffic situations between FL240 and 17;000 FT.
ZAU Controller reports of an aircraft coming in high from a previous sector during handoff which resulted in a missed crossing restriction and an increase in controller workload. The enroute Controller makes recommendations on how to remedy the situation.