Chicago Executive Airport (PWK)

The airspace at PWK is Class D with a ceiling up to but not including 3000’MSL.  PWK underlies Chicago Class B airspace.  (Refer to Sectional Chart)

Class D Airspace Requirements (CFR §91.129 and AIM 3-1-4; 3-2-5)

Class B Airspace Requirements (CFR §91.131 and AIM 3-1-4; 3-2-3)

Hot Spots 

• HS 1   TWY E, TWY K, and TWY C complex intersection in close proximity of RWYs.
• HS 2   TWY intersection in close proximity of RWY 06.

Departure

• Verify proper heading prior to starting takeoff roll on all intersection departures.

Landing

• Wrong surface landing risk.
• Circling east for right traffic RWY 34, aircraft have often misaligned with RWY 30.
• 1900 ft Bravo Airspace shelves when circling to RWY 34.
• Please use all available resources to verify that you are lined up for the surface that you have been cleared to land on. If you are unsure, ask the controller for assistance.
• Land and hold-Short Operations (LAHSO) possible on RWY 16.

Surface Risk – Movement Area

• RWY guard lights are not available at all RWY/TWY intersections.
• Aircraft transversing NE hangars enter on TWY Q and exit on TWY P.

Additional Cautions

• If ever in doubt about your position or your instructions, ask the TWR.

PWK Tower (TWR) operates from: 0600L-2200L M-F, 0700L-2200L Sat/Sun. 

When TWR is closed:

• The airspace becomes Class E
• Use CTAF 119.9
• IFR Clearances are obtained from Chicago Approach on 124.7
• All IFR plans issued by tower are void at the time of tower closing.
• Use CTAF to control Runway lighting when TWR is closed.
   

General

• Please be prepared for an imminent departure if/when you are placed in "lineup-and-wait”.

Traffic Patterns 

• When making right traffic on RWY 16, use caution for the Class Bravo airspace when in the right crosswind.

Ground 

• Taxiway Delta terminates at Taxiway Alpha in the southbound direction. Pilots should use caution not to miss Taxiway Alpha as the pavement continues and becomes a service road.
• If ever in doubt about your position or your instructions, ask the TWR. 
• Please ensure you are ready to begin taxi after receiving instructions due to limited taxi routes and multiple runway crossings.

Takeoff/Departure 

• When departing runway 16, be prepared to begin your initial turn within 1/2 mile of the departure end of the runway to avoid ORD's Class Bravo airspace.

Arrival/Landing

• Please use all available resources to verify that you are lined up for the surface that you have been cleared to land on. If you are unsure, ask the controller for assistance.

Avoidance Areas

• VFR departures exiting the airspace to the North or Northwest should avoid the final approach for Runway 16 by executing the turn when altitude/safety permits.

• RWY 06/24 and RWY 12/30 have displaced thresholds.
• No runways have an over-run.
• RWY 16 and RWY 34 have an EMAS Arresting Gear System.
• Noise sensitive area north and south of the airport.
• See Chart Supplement for maintenance run-up procedures.
• Numerous cranes in vicinity of airport.
• For listing of obstructions to TWR’s view see Chart Supplement.
• See Chart Supplement for US Customs procedures and contact information.
• See Special Notices – Cabaa Visual Departure Chicago Executive Airport.
   

Do:

• Refer to the airfield diagram and/or airport moving map while stopped and/or prior to taxiing.
• Keep your eyes outside to observe traffic, potential threats and airport signs and markings.
• Ask the controller to repeat instructions and clearances if you are not sure.
• Ask for progressive taxi instructions if you are unfamiliar or have lost situational awareness.
• Taxi your aircraft to the side of the run-up area to allow other aircraft to taxi around you if you are not ready for departure. 
• Advise TWR on initial contact (ground or air) if you are a student pilot. 
• Using runway and/or taxiway designators to describe your position, and turning on exterior lights will assist the controller in identifying you.
• Acknowledge all ATC instructions and read back all hold short restrictions with your call sign. 
• Always make sure that your aircraft is completely behind all hold- short lines.
• Advise GND/TWR if you want an intersection departure and wait for TWR clearance to take off.  There may be a delay due to wake turbulence or traffic. 
• When using any RWY, verify mag heading and look for the white markings to avoid a wrong surface event.
• Consider backing up a visual approach with an underlying instrument (ILS/LOC/GPS) approach if time and workload allows.
• Remember that you must have a clearance to cross all RWYs, active and not active.
• Reference GPS User Waypoint, or if available, the assigned runway’s instrument approach. If unsure that you are aligned for the assigned runway, announce going around and why.
• Verify proper heading prior to starting takeoff roll on all departures. Consider checking and calling out, Wet compass, runway heading, runway paint/signage for departure runway, and directional gyro shows runway heading.   
• Use caution when taxiing smaller aircraft/helicopters in the vicinity of larger aircraft/helicopters. Controllers may use the words rotor wash, jet blast, or prop wash when issuing cautionary advisories. A general rule of thumb is 100 feet behind a jet aircraft.

Do Not:

• Do not taxi on your own without obtaining taxi instructions from ATC.
• Do not cross an active RWY without specific controller permission to cross that RWY.
• Do not use a RWY as a turn-off during landing unless cleared to do so by TWR.
• Do not wait until you are ready for departure to request an IFR clearance. Making your request to clearance delivery or ground control prior to taxiing will allow time for ATC coordination.
• Do not, on departure, leave TWR frequency while still in TWR airspace unless previously approved. (Note: frequency change outside of TWR airspace is at pilot’s discretion.)

Additional information in the Aeronautical Information Manual (AIM) Chapter 6 - Section 4

• Squawk Transponder Code 7600 if you experience loss of two-way radio capability.
• If you can hear other aircraft but nobody responds to your calls then you should check for proper frequency selection, popped circuit breaker, radio panel setup, or an improperly hooked up intercom.
• Weak batteries in intercoms are often the cause of “radio failure”. Your emergency checklist may come in handy for checking other areas specific to your aircraft.
• If you can’t hear anything on the receiver, check the volume control, squelch, intercom, circuit breaker, or a stuck mike. 
• After you have determined the extent of the radio failure, you can determine how to communicate with the ATC.

• FAR 91.123 (d) states: Each pilot in command who (though not deviating from a rule of this subpart) is given priority by ATC in an emergency and shall submit a detailed report of that emergency within 48 hours to the manager of that ATC facility, if requested by ATC.
• It is extremely rare that a pilot is asked to justify declaring an emergency. In most cases, when a report is needed, it can usually be accomplished with a phone call.
• Additional information is also found in the AIM in Chapter 6 – Emergency Procedures

• Special VFR is primarily intended to offer pilots a way to operate into, out of, and through tower controlled airspace when local weather restricts the visibility or ceiling to below VFR minimums.
• There are times, for instance, when visibility is below three miles due to ground fog or the ceiling is below 1000 feet AGL due to a cold front passage, it may be advantageous to use the Special VFR rules to be able to get to VFR conditions. 
• There are rules and conditions that apply to Special VFR and the one that controllers deal with the most often is the requirement that the pilot must request the clearance. We cannot offer it, as we cannot determine your abilities as a pilot and have no wish to talk you into accepting a clearance that may be beyond your experience level.

The basic requirements for Special VFR are:

• The clearance must be requested by the pilot.
• If it is after sunset and before sunrise the pilot requesting the clearance must be IFR rated and the aircraft must be certified for IFR flight.
• A minimum of 1 mile visibility must exist as reported by the tower.

What you may do with a Special VFR clearance:

• You may depart for another destination
• You may transition
• You may enter and land
• You may do touch and go landings