Narrative:

I climbed a g-iv from FL230 to FL350; his final requested altitude was FL450. The g-iv pilot did not speak very clear english but he did read back the correct altitude of FL350. The sector was combined so I had 2 frequencies. Since the g-iv came from the low sector he just happened to be on a different frequency than all the other aircraft. Weather had just started popping up on the radar scope and aircraft were starting to ask for deviations. The g-iv was approximately 10 miles south of the cae VOR heading northbound when he asked for direct fak and higher. At that time I had a B757 at FL360 that was approximately 5-10 miles northeast of cae heading southbound. The B757 had asked for deviations to the west for the weather ahead so I advised him he could deviate up to 20 miles right of course and then milie intersection when able. The g-iv asked for direct fak and higher as he was being stepped on by other aircraft on the other frequency. I gave a g-iv direct fak and told him I would have higher in 10 minutes (but I meant only 2 minutes). The g-iv acknowledge with direct fak and ok; and then approximately 1 minute later the B757 said they were responding to a TCAS alert. I then noticed that the g-iv's altitude appeared as though he was climbing. The aircraft were now in the vicinity of cae where we get erroneous speed readouts on aircraft and sometimes mode C swaps when aircraft are somewhat close to each other. I asked the g-iv if he was level at FL350 and he did not respond. I can't remember if I asked him twice or not; but once I noticed he had leveled off; he then responded that he was level at FL350. Approximately 4 minutes later the g-iv asked if there was traffic around him and he said he was responding to a TCAS alert. The only other aircraft that was around him was the B757 at FL360 and he told me approximately 6 minutes later that the aircraft below him was showing 400 ft below him and still climbing so they had to respond to their TCAS alert. There was another aircraft in that vicinity but they were at FL240 or FL250 and no factor. I should have changed the g-iv's frequency to the frequency that all the other aircraft were on; but I didn't notice he was on a different frequency until he had asked for direct fak and higher. I then didn't want to change his frequency because he was so hard to understand and I didn't want to take the chance of him not getting the numbers correct. I also feel that the radar site around cae needs to be checked out if possible.

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Original NASA ASRS Text

Title: ZJX Controller described a conflict event when an aircraft climbed above cleared altitude; the reporters indicate a language barrier and equipment issues may have contributed to the event.

Narrative: I climbed a G-IV from FL230 to FL350; his final requested altitude was FL450. The G-IV pilot did not speak very clear English but he did read back the correct altitude of FL350. The sector was combined so I had 2 frequencies. Since the G-IV came from the low sector he just happened to be on a different frequency than all the other aircraft. Weather had just started popping up on the RADAR scope and aircraft were starting to ask for deviations. The G-IV was approximately 10 miles south of the CAE VOR heading northbound when he asked for direct FAK and higher. At that time I had a B757 at FL360 that was approximately 5-10 miles northeast of CAE heading southbound. The B757 had asked for deviations to the west for the weather ahead so I advised him he could deviate up to 20 miles right of course and then MILIE Intersection when able. The G-IV asked for direct FAK and higher as he was being stepped on by other aircraft on the other frequency. I gave a G-IV direct FAK and told him I would have higher in 10 minutes (but I meant only 2 minutes). The G-IV acknowledge with direct FAK and OK; and then approximately 1 minute later the B757 said they were responding to a TCAS alert. I then noticed that the G-IV's altitude appeared as though he was climbing. The aircraft were now in the vicinity of CAE where we get erroneous speed readouts on aircraft and sometimes Mode C swaps when aircraft are somewhat close to each other. I asked the G-IV if he was level at FL350 and he did not respond. I can't remember if I asked him twice or not; but once I noticed he had leveled off; he then responded that he was level at FL350. Approximately 4 minutes later the G-IV asked if there was traffic around him and he said he was responding to a TCAS alert. The only other aircraft that was around him was the B757 at FL360 and he told me approximately 6 minutes later that the aircraft below him was showing 400 FT below him and still climbing so they had to respond to their TCAS alert. There was another aircraft in that vicinity but they were at FL240 or FL250 and no factor. I should have changed the G-IV's frequency to the frequency that all the other aircraft were on; but I didn't notice he was on a different frequency until he had asked for direct FAK and higher. I then didn't want to change his frequency because he was so hard to understand and I didn't want to take the chance of him not getting the numbers correct. I also feel that the RADAR site around CAE needs to be checked out if possible.

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.