Narrative:

While I was giving a relief briefing to the controller that was taking my position I got to the point in the briefing checklist covering inappropriate altitude for direction of flight (iafdof) aircraft. I observed in the en route decision support tool (edst) that aircraft X was iafdof at FL390. I observed the aircraft proceeding northeast which should have been right for direction. I checked the route of aircraft X and observed that it should be proceeding northwest. There was no 4th line information and the aircraft had not checked on deviating nor was verbal coordination completed to advise me that the aircraft should be deviating. The aircraft was on a trajectory to possibly proceed into ZTL sector 27's airspace. I had just received the handoff from ZJX sector 34; seminole; so I called the controller on the shout line. I asked the controller if the aircraft had been cleared to deviate and if so what the next fix on the route of flight should be. He advised that the aircraft had not been cleared to deviate and should be proceeding direct to the next fix on its route of flight (I cannot recall the fix given; but it was in the flight plan). I then gave my initials and proceeded to ask aircraft X if he had been cleared to deviate by the previous controller and if so what clearance was given. He advised that he had been cleared to deviate right/east and then to proceed to the next fix on his route of flight and advise. I then called the controller at ZJX back and advised him; 'that the pilot advised that he had been cleared to deviate and that no fourth line information or coordination had been completed to advise my sector of this;' so that the event that caused the lack of communication could be found. I then ended the call and the controller stated over the line that 'it wasn't me'. This type of event has been very common with ZJX controllers in my area involving sectors 11 and 34 in ZJX; brewton and seminole; where we receive aircraft that have been cleared to deviate for weather and no 4th line information or verbal coordination has been accomplished. We as controllers have been advised that we should notify the supervisors when this occurs. I advised my supervisor of the incident for follow up. While advising my supervisor of the incident and still giving a briefing; ZJX sector 34/seminole took the handoff on aircraft Y; a southbound flight leaving my airspace. The receiving controller then put 'prick' in the fourth line of aircraft Y; while the aircraft was still in my airspace; which was observed by the supervisor and relieving controller. This type of behavior; where information is not passed regarding deviating aircraft coming to ZTL from ZJX during peak thunderstorm season while handling enroute aircraft and atlanta inbounds is eventually going to result in a loss of separation if it hasn't already. The 7110[.65] gives detailed information on how to coordinate weather deviating aircraft using the fourth line so that time does not have to be taken to use verbal coordination before a handoff is initiated.if the handoff is already complete verbal coordination can be as quick as apreq-ing the aircraft deviating; releasing control to the receiving sector; or advising the pilot to make his request upon frequency change. If a pilot deviates regardless without clearance then that can be followed up as well. By no means should the passing back information regarding a situation to the initiating or receiving controller result in the need for profanity to be used towards another controller by using FAA resources. It also adds to the complexity of the sector receiving and workload of the controller to have to inquire and track down what the aircraft was cleared to do and what to expect.

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Original NASA ASRS Text

Title: ZTL Controller described a situation where it is observed that an aircraft is at the wrong altitude for direction of flight. Nothing is observed in the fourth line of the data block where information should be.

Narrative: While I was giving a relief briefing to the controller that was taking my position I got to the point in the briefing checklist covering inappropriate altitude for direction of flight (IAFDOF) aircraft. I observed in the En route Decision Support Tool (EDST) that Aircraft X was IAFDOF at FL390. I observed the aircraft proceeding northeast which should have been right for direction. I checked the route of Aircraft X and observed that it should be proceeding northwest. There was no 4th line information and the aircraft had not checked on deviating nor was verbal coordination completed to advise me that the aircraft should be deviating. The aircraft was on a trajectory to possibly proceed into ZTL sector 27's airspace. I had just received the handoff from ZJX sector 34; Seminole; so I called the controller on the shout line. I asked the controller if the aircraft had been cleared to deviate and if so what the next fix on the route of flight should be. He advised that the aircraft had not been cleared to deviate and should be proceeding direct to the next fix on its route of flight (I cannot recall the fix given; but it was in the flight plan). I then gave my initials and proceeded to ask Aircraft X if he had been cleared to deviate by the previous controller and if so what clearance was given. He advised that he had been cleared to deviate right/East and then to proceed to the next fix on his route of flight and advise. I then called the controller at ZJX back and advised him; 'that the pilot advised that he had been cleared to deviate and that no fourth line information or coordination had been completed to advise my sector of this;' so that the event that caused the lack of communication could be found. I then ended the call and the controller stated over the line that 'It wasn't me'. This type of event has been very common with ZJX controllers in my area involving sectors 11 and 34 in ZJX; Brewton and Seminole; where we receive aircraft that have been cleared to deviate for weather and no 4th line information or verbal coordination has been accomplished. We as controllers have been advised that we should notify the supervisors when this occurs. I advised my supervisor of the incident for follow up. While advising my supervisor of the incident and still giving a briefing; ZJX sector 34/Seminole took the handoff on Aircraft Y; a southbound flight leaving my airspace. The receiving controller then put 'PRICK' in the fourth line of Aircraft Y; while the aircraft was still in my airspace; which was observed by the supervisor and relieving controller. This type of behavior; where information is not passed regarding deviating aircraft coming to ZTL from ZJX during peak thunderstorm season while handling enroute aircraft and Atlanta inbounds is eventually going to result in a loss of separation if it hasn't already. The 7110[.65] gives detailed information on how to coordinate weather deviating aircraft using the fourth line so that time does not have to be taken to use verbal coordination before a handoff is initiated.If the handoff is already complete verbal coordination can be as quick as APREQ-ing the aircraft deviating; releasing control to the receiving sector; or advising the pilot to make his request upon frequency change. If a pilot deviates regardless without clearance then that can be followed up as well. By no means should the passing back information regarding a situation to the initiating or receiving controller result in the need for profanity to be used towards another controller by using FAA resources. It also adds to the complexity of the sector receiving and workload of the controller to have to inquire and track down what the aircraft was cleared to do and what to expect.

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.