Narrative:

The operations manager (OM) told me that aircraft X had called the desk and told them that I stated he needed to return to hnl and he lost [revenue] because I told him to turn around. I had informed operations manager that I did no such thing; and obviously the pilot was lying. They stated they would 'pull the tapes;' and I told them to go right ahead because I would never tell a pilot to turn around and return to hnl.today; I was in a meeting with [name removed]; and he stated that he needed to review my tapes because a report was generated by the pilot's call. I was rather in shock that I needed to have a meeting with him because the tapes obviously showed that I did not tell the pilot to turn around; and that the pilot never at any time stated that he was in 'operational distress;' so as a VFR aircraft; he was last priority; per section 10-2-8 of the 7110.65. I was by myself at sector R2/D2 and was very busy with a double runway change at lih and deviating aircraft due to weather. I did not have a d-side; which I desperately needed; and I was very disappointed that our management refuses to staff d-sides; when we constantly ask d-side positions to be staffed; especially during these heavy traffic times; combined with weather deviations.if the pilot of aircraft X had requested an IFR pick up due to weather difficulty; I would have complied with paragraph 10-2-2 of the 7110.64 and given him an IFR pop up; but at no time did the pilot ever state that. According to paragraph 2-1-1 of the 7110.65; I can provide additional services to pilots; but it depends on the 'controller workload.' at the time; my workload was overwhelming; and I did not have a d-side to assist me; which should be something management should provide us with; especially since there were multiple flm behind the desk who could have worked a sector to get me the d-side I desperately required. I had made 'operational priority' to the aircraft on a first-come; first-serve basis and since the VFR never stated he was in 'operational distress; I considered him last priority; per paragraphs 2-1-4 and 10-2-8 of the 7710.65. Further; I complied with paragraph 2-1-2 of the 7110.65 which states i need to give first priority to separating aircraft and issuing safety alerts; then I used good judgment for prioritizing all other provisions based on my situation of being combined at R2/D2. I didn't have time to type in an IFR flight plan; and I advised the pilot to contact FSS; if he needed a pop-up IFR flight plan. The pilot informed me that he wanted to return to hnl; and he never mentioned any weather difficulties or operational distress; so I just assumed he wanted to fly back to hnl; since he never stated anything to the contrary.the flms on duty need to staff positions. D-sides are mandatory; especially when there is heavy traffic and weather deviations. The supervisors on duty seem to be more interested in talking amongst themselves behind the desk; instead of monitoring the problems and traffic on the floor. The center does not need more managers. The center needs more controllers to work traffic. We are understaffed and overworked. We are top heavy at the center. I fear a catastrophic incident because we just don't have enough controllers to work traffic; and the center seems more interested in hiring more managers who do not help operations; but rather hinder operations. I am very disappointed that we seem to always be short staffed and management does not care.I am also severely disappointed that management entertains pilots who call to complain and lie about the incident; after the fact. Once it was determined that I never told the pilot to turn around and go to hnl; this matter should have been closed; and the pilot should have been reprimanded. I do not feel I did anything wrong in this situation; but my super visor; [name removed] makes me feel like I need to do more; which was impossible since I was busy and combined at R2/D2. He even suggested that I need to give a traffic advisory to the aircraft X who was at 020 and an aircraft at 060. [Name removed] is too far removed from the operations to understand when a basic traffic call is necessary. He also suggested me giving 'hard headings' to aircraft; and I had to explain to him that I was allowing the pilots to deviate because there was weather; and I was concerned a 'hard heading' would put a pilot into severe turbulence and result in loss of life. I think a supervisor really needs to understand operations more. Supervisors at the center keep having to work less and less sectors; and it is appalling. The supervisors are out of touch with operations. Please have them work sectors; so the controllers aren't understaffed and overworked.

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Original NASA ASRS Text

Title: Honolulu Center Controller reported being accused of telling a pilot that they needed to return to Honolulu. Reporter also stated the facility needs more Controllers and less supervisors/management.

Narrative: The Operations Manager (OM) told me that Aircraft X had called the desk and told them that I stated he needed to return to HNL and he lost [revenue] because I told him to turn around. I had informed Operations Manager that I did no such thing; and obviously the pilot was lying. They stated they would 'pull the tapes;' and I told them to go right ahead because I would never tell a pilot to turn around and return to HNL.Today; I was in a meeting with [Name removed]; and he stated that he needed to review my tapes because a report was generated by the pilot's call. I was rather in shock that I needed to have a meeting with him because the tapes obviously showed that I did not tell the pilot to turn around; and that the pilot never at any time stated that he was in 'operational distress;' so as a VFR aircraft; he was LAST PRIORITY; per section 10-2-8 of the 7110.65. I was by myself at sector R2/D2 and was very busy with a double runway change at LIH and deviating aircraft due to weather. I did not have a D-side; which I desperately needed; and I was very disappointed that our management refuses to staff D-sides; when we constantly ask D-side positions to be staffed; especially during these heavy traffic times; combined with weather deviations.If the pilot of Aircraft X had requested an IFR pick up due to Weather difficulty; I would have complied with paragraph 10-2-2 of the 7110.64 and given him an IFR pop up; but at NO TIME did the pilot ever state that. According to paragraph 2-1-1 of the 7110.65; I can provide additional services to pilots; but it depends on the 'controller workload.' At the time; my workload was OVERWHELMING; and I did not have a d-side to assist me; which should be something management should provide us with; especially since there were multiple FLM behind the desk who could have worked a sector to get me the d-side I desperately required. I had made 'operational priority' to the aircraft on a first-come; first-serve basis and since the VFR never stated he was in 'operational distress; I considered him last priority; per paragraphs 2-1-4 and 10-2-8 of the 7710.65. Further; I complied with paragraph 2-1-2 of the 7110.65 which states i need to give first priority to separating aircraft and issuing safety alerts; then I used good judgment for prioritizing all other provisions based on my situation of being combined at R2/D2. I didn't have time to type in an IFR flight plan; and I advised the pilot to contact FSS; if he needed a pop-up IFR flight plan. The pilot informed me that he wanted to return to HNL; and he never mentioned any weather difficulties or operational distress; so I just assumed he wanted to fly back to HNL; since he never stated anything to the contrary.The FLMs on duty need to staff positions. D-sides are mandatory; especially when there is heavy traffic and weather deviations. The supervisors on duty seem to be more interested in talking amongst themselves behind the desk; instead of monitoring the problems and traffic on the floor. The center does not need more managers. The center needs more controllers to work traffic. We are understaffed and overworked. We are top heavy at the center. I fear a catastrophic incident because we just don't have enough controllers to work traffic; and the center seems more interested in hiring more managers who do not help operations; but rather hinder operations. I am very disappointed that we seem to always be short staffed and management does not care.I am also severely disappointed that management entertains pilots who call to complain and lie about the incident; after the fact. Once it was determined that I never told the pilot to turn around and go to HNL; this matter should have been closed; and the pilot should have been reprimanded. I do not feel I did anything wrong in this situation; but my super visor; [Name Removed] makes me feel like I need to do more; which was impossible since I was busy and combined at R2/D2. He even suggested that I need to give a traffic advisory to the Aircraft X who was at 020 and an aircraft at 060. [Name removed] is too far removed from the operations to understand when a basic traffic call is necessary. He also suggested me giving 'hard headings' to aircraft; and I had to explain to him that I was allowing the pilots to deviate because there was weather; and I was concerned a 'hard heading' would put a pilot into severe turbulence and result in loss of life. I think a supervisor really needs to understand operations more. Supervisors at the center keep having to work less and less sectors; and it is appalling. The supervisors are out of touch with operations. Please have them work sectors; so the controllers aren't understaffed and overworked.

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.