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Although; while at 16;000 MSL; both pilots of an A320 heard 'cleared to FL350' and had readback FL350 ATC was alarmed to note they were climbing out of FL187 and directed them to stop their climb at FL230 and fly a new heading to avoid traffic with which they were conflicted.
| Attributes | |
| ACN | 1013591 |
| Time | |
| Date | 201205 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | ZFW.ARTCC |
| State Reference | TX |
| Environment | |
| Flight Conditions | VMC |
| Aircraft 1 | |
| Make Model Name | A319 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Climb |
| Route In Use | Vectors |
| Flight Plan | IFR |
| Person 1 | |
| Function | Captain Pilot Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Person 2 | |
| Function | First Officer Pilot Not Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Events | |
| Anomaly | ATC Issue All Types Conflict Airborne Conflict Deviation - Altitude Excursion From Assigned Altitude Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy |
Narrative:
While climbing through 15;000 ft to level at 17;000 MSL on an assigned heading vector of 360 degrees and an assigned speed of 250 KTS we received a clearance to 'climb to FL350.' we read back the clearance; confirmed it per SOP; set altitude on the FMC and then continued our climb. However; upon climbing through about FL187; ATC called to 'verify' that we were level at 17;000 ft. [When advised we weren't; he] promptly assigned FL230; and a heading of 320 degrees. After about another ten minutes en route; we received a request to call center upon landing. After landing I called as requested and was advised that a 'pilot deviation' had occurred. This was explained to me as an ATC separation deviation of 4.5 NM and 600 ft vertical with a crj in front of us. At no time was there any doubt of the altitude assignment in the cockpit. Nor did we receive a TCAS alert; or perceive a collision threat. It is now apparent that ATC meant to say 'fly heading 350' not 'flight level 350' by mistake as we were certain of the altitude assignment and did read back the clearance without any correction from the controller. I believe that this mistake occurred due to the high ATC workload caused by the thunderstorms in the area. [A logical solution to events of this type would be to] reduce pilot/ATC workloads; hours of duty; radio congestion; and increase air traffic control training/supervision.
Original NASA ASRS Text
Title: Although; while at 16;000 MSL; both pilots of an A320 heard 'cleared to FL350' and had readback FL350 ATC was alarmed to note they were climbing out of FL187 and directed them to stop their climb at FL230 and fly a new heading to avoid traffic with which they were conflicted.
Narrative: While climbing through 15;000 FT to level at 17;000 MSL on an assigned heading vector of 360 degrees and an assigned speed of 250 KTS we received a clearance to 'climb to FL350.' We read back the clearance; confirmed it per SOP; set altitude on the FMC and then continued our climb. However; upon climbing through about FL187; ATC called to 'verify' that we were level at 17;000 FT. [When advised we weren't; he] promptly assigned FL230; and a heading of 320 degrees. After about another ten minutes en route; we received a request to call Center upon landing. After landing I called as requested and was advised that a 'pilot deviation' had occurred. This was explained to me as an ATC separation deviation of 4.5 NM and 600 FT vertical with a CRJ in front of us. At no time was there any doubt of the altitude assignment in the cockpit. Nor did we receive a TCAS alert; or perceive a collision threat. It is now apparent that ATC meant to say 'fly heading 350' not 'flight level 350' by mistake as we were certain of the altitude assignment and did read back the clearance without any correction from the controller. I believe that this mistake occurred due to the high ATC workload caused by the thunderstorms in the area. [A logical solution to events of this type would be to] reduce pilot/ATC workloads; hours of duty; radio congestion; and increase Air Traffic Control training/supervision.
Data retrieved from NASA's ASRS site as of July 2013 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.