Narrative:

I was working as an approach/departure controller for sector 1 of mdw on 8/sat/90. We were arriving 31L at mdw, ord was arriving 32L. When this happens mdw departures eastbound must be restr to 2000' until east of 32L final approach course. On the mdw departure there is also a restriction to complete turn within 4 DME (this is depicted on approach control radar map). Air carrier Y depart mdw eastbound and I radar idented the aircraft and advised him to maintain 2000' and to expect higher east of 32L at ord. I noticed turn radius not as tight as usual and a higher ground speed than normal. I told him to tighten up his turn and to turn right to 130 degrees to avoid hitting the sears tower. Once air carrier X was clear of bldgs I turned him eastbound and asked him his airspeed. He replied 230 KTS and increasing. I informed pilot that he was operating underneath the ord TCA. This procedure has been in effect a long time. A majority of pilots departing mdw have no problem complying with SID. The ones that break it are the ones that exceed the 200 KT speed restriction below ord TCA. Company airlines always uses proper procedure and I usually notice they complete turn about 2-3 mi north of mdw, well within the tolerance and safety factors. Supplemental information from acn 153037: we departed runway 31L mdw with a clearance to turn right heading 090 degrees, maintain 2000'. We were only grossed to 74000 pounds, so the aircraft accelerated quite rapidly to 230 KTS after flap retraction at 2000'. Controller asked our airspeed, and we replied. He said we were under the TCA. Since we don't have a TCA chart in our pubs, we were unaware of the airspace through which we were passing. I suggest that speed limit be given through clearance delivery or an advisory given on ATIS.

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Original NASA ASRS Text

Title: ACR DEPARTED MDW AND EXCEEDED AIRSPEED RESTRICTION WHILE OPERATING UNDER ORD TCA.

Narrative: I WAS WORKING AS AN APCH/DEP CTLR FOR SECTOR 1 OF MDW ON 8/SAT/90. WE WERE ARRIVING 31L AT MDW, ORD WAS ARRIVING 32L. WHEN THIS HAPPENS MDW DEPS EBND MUST BE RESTR TO 2000' UNTIL E OF 32L FINAL APCH COURSE. ON THE MDW DEP THERE IS ALSO A RESTRICTION TO COMPLETE TURN WITHIN 4 DME (THIS IS DEPICTED ON APCH CTL RADAR MAP). ACR Y DEPART MDW EBND AND I RADAR IDENTED THE ACFT AND ADVISED HIM TO MAINTAIN 2000' AND TO EXPECT HIGHER E OF 32L AT ORD. I NOTICED TURN RADIUS NOT AS TIGHT AS USUAL AND A HIGHER GND SPD THAN NORMAL. I TOLD HIM TO TIGHTEN UP HIS TURN AND TO TURN RIGHT TO 130 DEGS TO AVOID HITTING THE SEARS TWR. ONCE ACR X WAS CLR OF BLDGS I TURNED HIM EBND AND ASKED HIM HIS AIRSPD. HE REPLIED 230 KTS AND INCREASING. I INFORMED PLT THAT HE WAS OPERATING UNDERNEATH THE ORD TCA. THIS PROC HAS BEEN IN EFFECT A LONG TIME. A MAJORITY OF PLTS DEPARTING MDW HAVE NO PROB COMPLYING WITH SID. THE ONES THAT BREAK IT ARE THE ONES THAT EXCEED THE 200 KT SPD RESTRICTION BELOW ORD TCA. COMPANY AIRLINES ALWAYS USES PROPER PROC AND I USUALLY NOTICE THEY COMPLETE TURN ABOUT 2-3 MI N OF MDW, WELL WITHIN THE TOLERANCE AND SAFETY FACTORS. SUPPLEMENTAL INFO FROM ACN 153037: WE DEPARTED RWY 31L MDW WITH A CLRNC TO TURN RIGHT HDG 090 DEGS, MAINTAIN 2000'. WE WERE ONLY GROSSED TO 74000 LBS, SO THE ACFT ACCELERATED QUITE RAPIDLY TO 230 KTS AFTER FLAP RETRACTION AT 2000'. CTLR ASKED OUR AIRSPD, AND WE REPLIED. HE SAID WE WERE UNDER THE TCA. SINCE WE DON'T HAVE A TCA CHART IN OUR PUBS, WE WERE UNAWARE OF THE AIRSPACE THROUGH WHICH WE WERE PASSING. I SUGGEST THAT SPD LIMIT BE GIVEN THROUGH CLRNC DELIVERY OR AN ADVISORY GIVEN ON ATIS.

Data retrieved from NASA's ASRS site as of July 2007 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.