Yesterday I was flying locally around the Chicago area, testing the new Airbus X I just purchased. The flight was from KDPA to KLOT with two way points in between the two airports. The total distance was approximately 70nm, cruise alt FL60 but I've asked atc for FL100, which was approved. Past the second way point I was still at 100 and was never asked to descent, yet I was told to turn as I missed crossing restriction? Doesn't ATC usually tell you something like "cross 40 miles from DVV at FLXXX"??? Am I missing something? Thanks.

Yesterday I was flying locally around the Chicago area, testing the new Airbus X I just purchased. The flight was from KDPA to KLOT with two way points in between the two airports. The total distance was approximately 70nm, cruise alt FL60 but I've asked atc for FL100, which was approved. Past the second way point I was still at 100 and was never asked to descent, yet I was told to turn as I missed crossing restriction? Doesn't ATC usually tell you something like "cross 40 miles from DVV at FLXXX"??? Am I missing something? Thanks.

70 miles is close to the threshold for something called an term-enroute flight. there may not be a center controller. look in the manual for term-enroute.the other thing, make sure your altimeter is at standard pressure for FL100, local pressure for 10,000jd

In the FAA/US jurisdiction the transition altitude is just below 18,000 feet with the first flight level at 180. Your altitude statements in conversation should refer to 10,000 feet and you entire flight would be under local non-standard pressure according to your description. Note on the RC controller page the last two zeroes are filled in so you would correctly enter 100 for a 10,000 foot cruise. You were under the flight level transition altitude.I note that the direct distance is 19 nm from Dupage to Lewis University. Without knowing the waypoints you used to stretch your distance to obtain a circuitous route to enable a vectored pattern your altitude and distance was probably such that you were under Chicago local control for your entire flight (terminal route as jd noted) with Chicago departure handing you over to Chicago approach. Going by your requested altitude you would have been below any crossing restriction if you did get into center vertical strata.There are DP (SID) or STAR charts for either airport and you could be below the altitudes for that kind of routing using the Chicago airport DP or STAR charts. I did not check those for KORD east of DuPage or KMDW east of Lewis University.There is no on field radar either place but RC does have assigned comm frequencies for departure and arrival similar to the actual frequencies for Chicago local radar. ATC would set you up to line up for landing on your assigned runway. On departure if you first waypoint was within 30 nm you would be expected to navigate on your own 'as filed' for departure. If further out you would get vectors.Also the general direction is SE and maybe 9,000 feet would have been more appropriate following the odd-EAST even WEST rule even at low altitude.FYI - A 2009 Chicago Class B terminal area charts shows Chicago terminal radar jurisdiction from 3600 to 10,000 feet MSL with both airports in that altitude sector.You were basically doing almost a touch and go with a large aircraft like an Airbus.Both airports do have instrument approaches. You can get these free as collections for each airport on-line at flightaware.com.