After issuing descent to occupied altitude, controller recleared aircraft to higher altitude.

Attributes
ACN	129276
Time
Date	198911
Day	Tue
Local Time Of Day	0601 To 1200
Place
Locale Reference	atc facility : dcu
State Reference	AL
Altitude	msl bound lower : 10800 msl bound upper : 11000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : hsv artcc : zny
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 Turbojet Eng
Flight Phase	descent other
Route In Use	arrival other
Flight Plan	IFR
Aircraft 2
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Flight Phase	cruise other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : flight engineer pilot : atp
Experience	flight time last 90 days : 200 flight time total : 3300 flight time type : 1050
ASRS Report	129276
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	other anomaly other
Independent Detector	other controllera
Resolutory Action	controller : issued new clearance
Consequence	faa : reviewed incident with flight crew
Supplementary
Primary Problem	ATC Human Performance
Air Traffic Incident	other

Narrative:

On descent into hsv, ZME gave us an crossing restriction to cross 30 NM north of DCU at 11000'. At approximately 11400' we were handed over to hsv approach, and they cleared us to 10000' and pointed out traffic at 1 O'clock, level at 10000', which we called in sight. With the autoplt engaged the captain started a slow descent to 10000'. With the traffic still in sight and an altitude of 10800-10900' approach called us back to maintain 11000', which we immediately did. Approach asked if we still had the traffic in sight, which we did. Then they cleared us to maintain visibility sep, to descend and maintain 6000'. The captain called hsv approach via phone about the situation and they said since we had the traffic in sight there was no problem. As the PNF handling the radios, being aware of the other aircraft's altitude when you are cleared to the same altitude could keep potential problems from occurring--because as soon as approach called back I thought 'wait a second, the other guy is at 10000.' the bottom line is safety and we all play for the same team even though our jobs are different.

Original NASA ASRS Text

Title: AFTER ISSUING DESCENT TO OCCUPIED ALT, CTLR RECLEARED ACFT TO HIGHER ALT.

Narrative: ON DSCNT INTO HSV, ZME GAVE US AN XING RESTRICTION TO CROSS 30 NM N OF DCU AT 11000'. AT APPROX 11400' WE WERE HANDED OVER TO HSV APCH, AND THEY CLRED US TO 10000' AND POINTED OUT TFC AT 1 O'CLOCK, LEVEL AT 10000', WHICH WE CALLED IN SIGHT. WITH THE AUTOPLT ENGAGED THE CAPT STARTED A SLOW DSCNT TO 10000'. WITH THE TFC STILL IN SIGHT AND AN ALT OF 10800-10900' APCH CALLED US BACK TO MAINTAIN 11000', WHICH WE IMMEDIATELY DID. APCH ASKED IF WE STILL HAD THE TFC IN SIGHT, WHICH WE DID. THEN THEY CLRED US TO MAINTAIN VIS SEP, TO DSND AND MAINTAIN 6000'. THE CAPT CALLED HSV APCH VIA PHONE ABOUT THE SITUATION AND THEY SAID SINCE WE HAD THE TFC IN SIGHT THERE WAS NO PROB. AS THE PNF HANDLING THE RADIOS, BEING AWARE OF THE OTHER ACFT'S ALT WHEN YOU ARE CLRED TO THE SAME ALT COULD KEEP POTENTIAL PROBS FROM OCCURRING--BECAUSE AS SOON AS APCH CALLED BACK I THOUGHT 'WAIT A SECOND, THE OTHER GUY IS AT 10000.' THE BOTTOM LINE IS SAFETY AND WE ALL PLAY FOR THE SAME TEAM EVEN THOUGH OUR JOBS ARE DIFFERENT.

Data retrieved from NASA's ASRS site as of August 2007 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.