Narrative:

On arrival into sat; houston center got back logged with traffic; and our sector controller was overwhelmed. It was apparent that he was not keeping up; and ignored several requests from us and others for a lower altitude. We were 40 miles beyond our required descent point; having previously been cleared direct to windu intersection; and the rodio 1 arrival. When he finally answered us; and approved a descent to only FL240; it was immediately apparent he had no idea what was going on. Shortly thereafter; he cleared us to fly heading 180; off the arrival; descend to FL230; and maintain 310 KIAS or greater; when a slower speed would have been better for everyone. Having proceeded south as instructed; when almost abeam the marcs intersection; he cleared us direct to marcs. This resulted in a slight right turn. After a few moments; the controller asked us if we were in a left turn. We replied that we were not; and that we were proceeding direct to marcs as cleared. In exasperation; the controller then commanded a left 270 degree turn to proceed to marcs. It was then that we guessed that he intended for us to turn to marcs the long way around; possibly to allow for descent; or for traffic sequencing; we never learned the reason. We requested a speed reduction to aid the sequencing; and were then handed off to another controller. When 9 miles from marcs at FL230; this new controller directed us to proceed direct to marcs; and cross it at 13;000. We immediately replied 'unable' due to the impossible descent gradient required. He then cleared us to marcs; and to descend to 13;000; without the crossing restriction. The remainder of the arrival was uneventful. My main concern in the event was that the sector controller was obviously under stress; and not handling the situation well. He performed as though brand new; or in training; if so; his trainer let things get out of hand. We followed all clearances as understood and read back; I don't want to be held responsible for not having read the controller's mind; when he apparently wanted us to proceed direct to marcs the long way around; but did not issue a clearance for it. I have no idea if traffic separation was compromised; as we certainly did not see or hear of any if there was. The entire evolution was an example of poor controller performance due to task saturation; I am very glad it was mostly VMC. As described above; the houston center sector controller was overwhelmed by tasking.better ATC controller training; and hiring controllers with flight experience. Unlike days gone by; I have been told that the vast majority of ATC controllers hired today have no pilot certificates or flight experience.

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Original NASA ASRS Text

Title: Pilot reports of problems while flying into SAT with controller who pilot thought was overwhelmed.

Narrative: On arrival into SAT; Houston Center got back logged with traffic; and our Sector Controller was overwhelmed. It was apparent that he was not keeping up; and ignored several requests from us and others for a lower altitude. We were 40 miles beyond our required descent point; having previously been cleared direct to WINDU intersection; and the Rodio 1 Arrival. When he finally answered us; and approved a descent to only FL240; it was immediately apparent he had no idea what was going on. Shortly thereafter; he cleared us to fly heading 180; off the arrival; descend to FL230; and maintain 310 KIAS or greater; when a slower speed would have been better for everyone. Having proceeded south as instructed; when almost abeam the MARCS intersection; he cleared us direct to MARCS. This resulted in a slight right turn. After a few moments; the Controller asked us if we were in a left turn. We replied that we were not; and that we were proceeding direct to MARCS as cleared. In exasperation; the Controller then commanded a left 270 degree turn to proceed to MARCS. It was then that we guessed that he intended for us to turn to MARCS the long way around; possibly to allow for descent; or for traffic sequencing; we never learned the reason. We requested a speed reduction to aid the sequencing; and were then handed off to another Controller. When 9 miles from MARCS at FL230; this new controller directed us to proceed direct to MARCS; and cross it at 13;000. We immediately replied 'unable' due to the impossible descent gradient required. He then cleared us to MARCS; and to descend to 13;000; without the crossing restriction. The remainder of the arrival was uneventful. My main concern in the event was that the Sector Controller was obviously under stress; and not handling the situation well. He performed as though brand new; or in training; if so; his trainer let things get out of hand. We followed all clearances as understood and read back; I don't want to be held responsible for not having read the Controller's mind; when he apparently wanted us to proceed direct to MARCS the long way around; but did not issue a clearance for it. I have no idea if traffic separation was compromised; as we certainly did not see or hear of any if there was. The entire evolution was an example of poor controller performance due to task saturation; I am very glad it was mostly VMC. As described above; the Houston Center Sector Controller was overwhelmed by tasking.Better ATC controller training; and hiring controllers with flight experience. Unlike days gone by; I have been told that the vast majority of ATC controllers hired today have no pilot certificates or flight experience.

Data retrieved from NASA's ASRS site 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.