Narrative:

Aircraft X was in level flight at 37;000 feet northbound. Aircraft Y was in level flight at 38;000 feet. Both aircraft were opposite direction; head on. I just accepted radar contact on aircraft Y from sector 52. Sector 52 had just accepted radar contact on aircraft X. The two aircraft were approximately 15 to 20 miles apart. Aircraft X was still on my sector frequency and aircraft Y was on sector 52 frequency. At the same time; I began to transfer communications of another aircraft on my frequency to ZNY arinc; non-radar procedures.during the communication with the non-radar aircraft; I hear another aircraft talking over the non-radar aircraft. I focus on the communications with the non-radar aircraft; and ensure that aircraft reads back the correct frequencies. After transfer of communications; I focus my attention to the data blocks of aircraft Y and aircraft X; which at this point are flashing conflict alert. The targets of these two aircraft have merged; and the altitude in the data block of aircraft X indicates 37;400 feet. The pilot of aircraft X indicates that he is responding to an RA. I immediately question the validity of the RA; because the only aircraft within range of aircraft X is aircraft Y at 38;000 feet.I could not understand why aircraft X's RA response was to climb into the only traffic near aircraft X. The pilot responds that the TCAS indicates aircraft Y is at 36;700 feet. I continued to question the climb of aircraft X because aircraft Y was 1;000 feet above at 38;000 feet. The controller at sector 52; in communication with aircraft Y; stated that aircraft Y was responding to an RA due to aircraft X climbing into their altitude. After the situation was resolved; the other pilot on board aircraft Y stated that the aircraft had just received a european update to the aircraft's TCAS system; and they were going to report the issue to company.the delay of a traffic call may have helped to stop the issue before it started; however when pilot's receive an RA; pilots are instructed to follow the instructions of the RA. Controllers are to just relay pertinent information to the pilot in the situation.

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Original NASA ASRS Text

Title: First Officer reported responding to a TCAS/RA. The pilot not flying reported they had the traffic in sight and it was not a factor. When the aircraft returned to its assigned altitude it exceeded the altitude into confliction with opposite direction traffic. The opposite direction traffic then responded to a TCAS/RA.

Narrative: Aircraft X was in level flight at 37;000 feet northbound. Aircraft Y was in level flight at 38;000 feet. Both aircraft were opposite direction; head on. I just accepted radar contact on aircraft Y from Sector 52. Sector 52 had just accepted radar contact on aircraft X. The two aircraft were approximately 15 to 20 miles apart. Aircraft X was still on my sector frequency and aircraft Y was on Sector 52 frequency. At the same time; I began to transfer communications of another aircraft on my frequency to ZNY ARINC; non-radar procedures.During the communication with the non-radar aircraft; I hear another aircraft talking over the non-radar aircraft. I focus on the communications with the non-radar aircraft; and ensure that aircraft reads back the correct frequencies. After transfer of communications; I focus my attention to the data blocks of aircraft Y and aircraft X; which at this point are flashing conflict alert. The targets of these two aircraft have merged; and the altitude in the data block of aircraft X indicates 37;400 feet. The pilot of aircraft X indicates that he is responding to an RA. I immediately question the validity of the RA; because the only aircraft within range of aircraft X is aircraft Y at 38;000 feet.I could not understand why aircraft X's RA response was to climb into the only traffic near aircraft X. The pilot responds that the TCAS indicates aircraft Y is at 36;700 feet. I continued to question the climb of aircraft X because aircraft Y was 1;000 feet above at 38;000 feet. The controller at sector 52; in communication with aircraft Y; stated that aircraft Y was responding to an RA due to aircraft X climbing into their altitude. After the situation was resolved; the other pilot on board aircraft Y stated that the aircraft had just received a European update to the aircraft's TCAS system; and they were going to report the issue to company.The delay of a traffic call may have helped to stop the issue before it started; however when pilot's receive an RA; pilots are instructed to follow the instructions of the RA. Controllers are to just relay pertinent information to the pilot in the situation.

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.