Cpr pilot has interchange with center controller after complying with clearance. Poor attitude.

Attributes
ACN	211206
Time
Date	199205
Day	Fri
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : grr
State Reference	MI
Altitude	msl bound lower : 18000 msl bound upper : 26000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zau
Operator	general aviation : corporate
Make Model Name	Small Transport, Low Wing, 2 Turbojet Eng
Flight Phase	descent other
Route In Use	enroute : on vectors
Flight Plan	IFR
Person 1
Affiliation	Other
Function	flight crew : captain oversight : pic
Qualification	pilot : instrument pilot : atp pilot : commercial
Experience	flight time last 90 days : 90 flight time total : 10000 flight time type : 5500
ASRS Report	211206
Person 2
Affiliation	Other
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument
Events
Anomaly	other anomaly other other anomaly other
Independent Detector	other controllera other flight crewa
Resolutory Action	none taken : anomaly accepted
Consequence	faa : reviewed incident with flight crew
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	other

Narrative:

While in descent from FL260 I was instructed to expedite my descent. I did so by accomplishing a descent exceeding 3000 FPM on the assigned course. Within seconds after establishing this rapid descent, the chicago controller issued a directive to 'turn right to a heading of 090 and when out of FL180, go direct grr.' of course, I rolled into the turn and then commented, 'I'm already doing 3000 FPM.' at this point, I begin to wonder what was too important to the controller to ask for an expeditious descent and then within seconds, turn me 80 degrees off course. It seems my comment did not set well with the controller because, when I asked 'where is the traffic that I am being vectored all over the sky for,' his only response was 'are you going direct grr?' after 2 or 3 requests of 'where is my traffic,' I confirmed that we were indeed already going direct grr. He then said my traffic was at 12 O'clock, 5 mi and at FL200. He also asked me to call the center on landing. It is obvious that my choice of words could have been much better. Perhaps with different phraseology, this confrontation could have been avoided. 1 fact does remain, that when asked to expedite a descent and then, seconds later, turned 80 plus degrees off course, it should set off a warning in any pilot's head. Something has gone wrong! This exchange was not driven by ego or a willful act of defiance. Rather, it was driven by fear and the belief that the controller had indeed made a mistake. At the time, I thought there was a clear threat to the safety of my aircraft. Corrective action: it's obvious that I have to use less controversial language. It would also seem that center should respond with traffic position advisories when asked. Center's response via telephone was 'that information is considered extra duty and not required.' also, a veiled threat of license loss for tying up center frequency was made by the supervisor of that shift.

Original NASA ASRS Text

Title: CPR PLT HAS INTERCHANGE WITH CTR CTLR AFTER COMPLYING WITH CLRNC. POOR ATTITUDE.

Narrative: WHILE IN DSCNT FROM FL260 I WAS INSTRUCTED TO EXPEDITE MY DSCNT. I DID SO BY ACCOMPLISHING A DSCNT EXCEEDING 3000 FPM ON THE ASSIGNED COURSE. WITHIN SECONDS AFTER ESTABLISHING THIS RAPID DSCNT, THE CHICAGO CTLR ISSUED A DIRECTIVE TO 'TURN R TO A HDG OF 090 AND WHEN OUT OF FL180, GO DIRECT GRR.' OF COURSE, I ROLLED INTO THE TURN AND THEN COMMENTED, 'I'M ALREADY DOING 3000 FPM.' AT THIS POINT, I BEGIN TO WONDER WHAT WAS TOO IMPORTANT TO THE CTLR TO ASK FOR AN EXPEDITIOUS DSCNT AND THEN WITHIN SECONDS, TURN ME 80 DEGS OFF COURSE. IT SEEMS MY COMMENT DID NOT SET WELL WITH THE CTLR BECAUSE, WHEN I ASKED 'WHERE IS THE TFC THAT I AM BEING VECTORED ALL OVER THE SKY FOR,' HIS ONLY RESPONSE WAS 'ARE YOU GOING DIRECT GRR?' AFTER 2 OR 3 REQUESTS OF 'WHERE IS MY TFC,' I CONFIRMED THAT WE WERE INDEED ALREADY GOING DIRECT GRR. HE THEN SAID MY TFC WAS AT 12 O'CLOCK, 5 MI AND AT FL200. HE ALSO ASKED ME TO CALL THE CTR ON LNDG. IT IS OBVIOUS THAT MY CHOICE OF WORDS COULD HAVE BEEN MUCH BETTER. PERHAPS WITH DIFFERENT PHRASEOLOGY, THIS CONFRONTATION COULD HAVE BEEN AVOIDED. 1 FACT DOES REMAIN, THAT WHEN ASKED TO EXPEDITE A DSCNT AND THEN, SECONDS LATER, TURNED 80 PLUS DEGS OFF COURSE, IT SHOULD SET OFF A WARNING IN ANY PLT'S HEAD. SOMETHING HAS GONE WRONG! THIS EXCHANGE WAS NOT DRIVEN BY EGO OR A WILLFUL ACT OF DEFIANCE. RATHER, IT WAS DRIVEN BY FEAR AND THE BELIEF THAT THE CTLR HAD INDEED MADE A MISTAKE. AT THE TIME, I THOUGHT THERE WAS A CLR THREAT TO THE SAFETY OF MY ACFT. CORRECTIVE ACTION: IT'S OBVIOUS THAT I HAVE TO USE LESS CONTROVERSIAL LANGUAGE. IT WOULD ALSO SEEM THAT CTR SHOULD RESPOND WITH TFC POS ADVISORIES WHEN ASKED. CTR'S RESPONSE VIA TELEPHONE WAS 'THAT INFO IS CONSIDERED EXTRA DUTY AND NOT REQUIRED.' ALSO, A VEILED THREAT OF LICENSE LOSS FOR TYING UP CTR FREQ WAS MADE BY THE SUPVR OF THAT SHIFT.

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.