Date: 201702
Local time of day: 0001-0600
Location: C90.TRACON, IL
Flight conditions: Marginal
Weather elements / visibility: Icing
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ORD
ATC / advisory: TRACON C90
Reporter organization: Government
Reporter function: Departure; Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion; Training / Qualification
Second reporter function: Supervisor / CIC
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Company Policy; Environment - Non Weather Related; Procedure; Staffing
Primary problem: Staffing

Narrative: While working the mid shift an aircraft departing southbound advised me that he was receiving a strong ELT at 8;000 feet. I received subsequent reports from other aircraft; however other aircraft told me they had to cut out the squelch to hear the ELT. A few minutes later another aircraft advised me that he was receiving a very strong ELT signal 12 miles south of DPA at 4;000 descending to 3;000 for the ILS 2L approach into DPA.The Controller In Charge (CIC) and I attempted to coordinate with ZAU to find out what the next step was. My CIC called the Regional operations Center (ROC) to advise them of the ELT. The ROC advised my CIC she should 'go call the Center instead.' After coordinating with Center; we were advised that no search and rescue or other activity would commence until dawn anyway. Neither I nor my CIC knew exactly what to do in the event of an ELT. We were briefed by Operations Managers that all information we need would be contained in a 'CIC Mid Binder;' however this binder doesn't have a procedure for handling ELT reports. Since we didn't know what to do; we guessed. Who's to say our guess was right; or that we could or should have done something different? We don't have anything to reference to ensure we complete the required coordination. Tonight we had marginal VFR conditions and icing reports scattered through our airspace. Who's to say that an aircraft didn't attempt an unsuccessful scud run? How are we to know with certainty what to do in that situation?


Second narrative: This particular shift; there was no supervisor [late night shift]. This means an entire shift went without. That is not acceptable. I was very uncomfortable being put in this situation as a CIC with an unfamiliar situation that came up. This could have been a matter of life and death. This should not be something taken lightly. This could have been very time critical; and someone's life could have depended on how fast we acted rather than looking through binders and making calls as to what to do. Supervisors should be on the mid all the time. We; as CICs; should not be left hoping to do the right thing.I chose not to call the Operations Manager (OM) either as a couple of our OMs have questioned other controllers for being correct in procedures because they are unaware or simply forgot what the correct procedure is. I felt more comfortable calling someone who actually was working and awake rather than hoping the person I woke in the middle of the night may be in the capacity or capability of even advising me of the correct thing to do.


Synopsis: C90 TRACON Controllers working a mid-shift without a Supervisor were unsure how to handle ELT reports.