Large transport deviates WX does not notify ATC.

Attributes
ACN	210027
Time
Date	199205
Day	Mon
Local Time Of Day	1801 To 2400
Place
Locale Reference	atc facility : dbq
State Reference	IA
Altitude	msl bound lower : 22000 msl bound upper : 22000
Environment
Flight Conditions	Mixed
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zau tower : bhm
Operator	common carrier : air carrier
Make Model Name	Large Transport, Low Wing, 3 Turbojet Eng
Flight Phase	climbout : intermediate altitude
Route In Use	enroute : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : instrument pilot : flight engineer pilot : commercial pilot : atp
Experience	flight time last 90 days : 350 flight time total : 11600 flight time type : 3000
ASRS Report	210027
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument pilot : atp
Events
Anomaly	conflict : airborne less severe inflight encounter : weather non adherence : clearance other spatial deviation
Independent Detector	other controllera other flight crewa
Resolutory Action	controller : issued new clearance
Consequence	faa : reviewed incident with flight crew
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

There was a widespread area of thunderstorm activity west of ord which resulted in ground holds and limited operations in that direction. We were finally cleared for takeoff and as we climbed out, we were given approval to deviate around WX a few times. As we passed FL190, we were assigned a 270 degree heading and handed off to another controller. At that time, there was a small cell at our 12 O'clock position and about 20 mi out. The cell was growing with each sweep of the radar, so when I checked in, I told the controller we would have to deviate either left or right for WX. He responded by clearing us to FL310 and told us we could turn right and proceed direct alo when we passed FL240. Our climb rate was less than 1000 FPM due to that aircraft's small engines, as well as the use of engine heat. The 270 degree heading was pointing us at the middle of the cell and after about 2 mins, it became apparent that we were not going to reach FL240 in time to deviate around the WX with a right turn. In order to avoid penetrating the highest density radar return, I directed the first officer to turn 10 degree left to a 260 degree heading. I then called the cabin crew on the interphone to advise them of the probable turbulence and make sure they would take their seats and strap in. About the time we passed abeam the cell, the controller called and asked for our heading. After I replied, he told us we had traffic to the south and then assigned a 290 degree heading, which we turned to immediately. The controller then proceeded to give me a rather harsh scolding. I got the feeling that he didn't really care if we had to fly through a thunderstorm -- he just needed to maintain his separation. I don't think we were on the 260 degree heading for more than 2 mins, but I guess the ATC system has become so saturated in places like ord, there is little or no room for error. This makes it hard for everyone -- especially during irregular operating conditions.

Original NASA ASRS Text

Title: LGT DEVIATES WX DOES NOT NOTIFY ATC.

Narrative: THERE WAS A WIDESPREAD AREA OF TSTM ACTIVITY W OF ORD WHICH RESULTED IN GND HOLDS AND LIMITED OPS IN THAT DIRECTION. WE WERE FINALLY CLRED FOR TKOF AND AS WE CLBED OUT, WE WERE GIVEN APPROVAL TO DEVIATE AROUND WX A FEW TIMES. AS WE PASSED FL190, WE WERE ASSIGNED A 270 DEG HDG AND HANDED OFF TO ANOTHER CTLR. AT THAT TIME, THERE WAS A SMALL CELL AT OUR 12 O'CLOCK POS AND ABOUT 20 MI OUT. THE CELL WAS GROWING WITH EACH SWEEP OF THE RADAR, SO WHEN I CHKED IN, I TOLD THE CTLR WE WOULD HAVE TO DEVIATE EITHER L OR R FOR WX. HE RESPONDED BY CLRING US TO FL310 AND TOLD US WE COULD TURN R AND PROCEED DIRECT ALO WHEN WE PASSED FL240. OUR CLB RATE WAS LESS THAN 1000 FPM DUE TO THAT ACFT'S SMALL ENGS, AS WELL AS THE USE OF ENG HEAT. THE 270 DEG HDG WAS POINTING US AT THE MIDDLE OF THE CELL AND AFTER ABOUT 2 MINS, IT BECAME APPARENT THAT WE WERE NOT GOING TO REACH FL240 IN TIME TO DEVIATE AROUND THE WX WITH A R TURN. IN ORDER TO AVOID PENETRATING THE HIGHEST DENSITY RADAR RETURN, I DIRECTED THE FO TO TURN 10 DEG L TO A 260 DEG HDG. I THEN CALLED THE CABIN CREW ON THE INTERPHONE TO ADVISE THEM OF THE PROBABLE TURB AND MAKE SURE THEY WOULD TAKE THEIR SEATS AND STRAP IN. ABOUT THE TIME WE PASSED ABEAM THE CELL, THE CTLR CALLED AND ASKED FOR OUR HDG. AFTER I REPLIED, HE TOLD US WE HAD TFC TO THE S AND THEN ASSIGNED A 290 DEG HDG, WHICH WE TURNED TO IMMEDIATELY. THE CTLR THEN PROCEEDED TO GIVE ME A RATHER HARSH SCOLDING. I GOT THE FEELING THAT HE DIDN'T REALLY CARE IF WE HAD TO FLY THROUGH A TSTM -- HE JUST NEEDED TO MAINTAIN HIS SEPARATION. I DON'T THINK WE WERE ON THE 260 DEG HDG FOR MORE THAN 2 MINS, BUT I GUESS THE ATC SYS HAS BECOME SO SATURATED IN PLACES LIKE ORD, THERE IS LITTLE OR NO ROOM FOR ERROR. THIS MAKES IT HARD FOR EVERYONE -- ESPECIALLY DURING IRREGULAR OPERATING CONDITIONS.

Data retrieved from NASA's ASRS site as of July 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.