Operational error between uga X and air carrier Y.

Attributes
ACN	281652
Time
Date	199408
Day	Tue
Local Time Of Day	1801 To 2400
Place
Locale Reference	atc facility : ape
State Reference	OH
Altitude	msl bound lower : 25000 msl bound upper : 25000
Environment
Flight Conditions	VMC
Light	Dusk
Aircraft 1
Controlling Facilities	artcc : zid
Make Model Name	Super King Air 200/Huron
Operating Under FAR Part	other : unknown
Flight Phase	cruise other
Flight Plan	IFR
Aircraft 2
Operator	common carrier : air carrier
Make Model Name	DC-9 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	cruise other
Flight Plan	IFR
Person 1
Affiliation	government : faa
Function	controller : radar
Qualification	controller : radar
Experience	controller radar : 22
ASRS Report	281652
Person 2
Affiliation	government : faa
Function	controller : radar
Qualification	controller : radar
Experience	controller non radar : 6 controller radar : 4
Events
Anomaly	conflict : airborne less severe non adherence : clearance non adherence : published procedure non adherence : required legal separation other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : unspecified other controllera other flight crewa
Resolutory Action	flight crew : took evasive action other
Consequence	Other
Miss Distance	horizontal : 15000 vertical : 500
Supplementary
Primary Problem	ATC Human Performance
Air Traffic Incident	Operational Error

Narrative:

At the above time I was working the ape high radar position traffic was building and getting very complex. (The pit arrival push was in progress and I was getting no help from adjacent sectors or tmu releases. The jets were high, fast, and side by side. I am required to provide 20 mi in trail to the next low altitude controller on this traffic. This meant vectoring aircraft all over sector. Uga X, a king air, checked on frequency at FL280 via hvq ape vwv tol and was turned 15 degrees left to avoid pit arrival traffic area. Uga X was then cleared direct uwv and descended to FL260. Air carrier Y checked on frequency leaving FL230 for FL250. As soon as uga X cleared an overflt at FL250, I cleared uga X to FL240. Air carrier Y was told to reduce to 250 KTS for spacing. Tracker advised me of conflict between uga X and air carrier Y. I then cleared air carrier Y to expedite descent to FL240. Uga X 6 was reclred to maintain FL250, aircraft advised 'stopping at FL250.' air carrier Y was then turned to a heading of 180 degrees no readback of this clearance. Air carrier Y advised of RA and climbing. I then verified that air carrier Y was climbing and issued the king air traffic to him. Uga X was reclred to FL240. Upon receiving, the RA, air carrier Y climbed from FL250 to FL255 in 1 radar update. In my opinion if his descent was this good or the turn taken this situation would not have been as bad or might not have happened. Supplemental information from acn 281766: at FL250, ZID on 132.82 cleared us to FL240 and said to hurry down. As we started to descend we received a TCASII RA to climb at 2000 FPM. We started the climb, advised ATC and at FL260 were clear of conflict. ATC then told us to just maintain FL260. Supplemental information from acn 282038: air carrier Y originally descended to FL248, maintained it, then responded to the RA and climbed to FL260. Air carrier Y never turned or attempted to get to FL240. Do not know when the TCASII RA happened but it turned the situation into a loss of separation a lot closer than what it originally would have been.

Original NASA ASRS Text

Title: OPERROR BTWN UGA X AND ACR Y.

Narrative: AT THE ABOVE TIME I WAS WORKING THE APE HIGH RADAR POS TFC WAS BUILDING AND GETTING VERY COMPLEX. (THE PIT ARR PUSH WAS IN PROGRESS AND I WAS GETTING NO HELP FROM ADJACENT SECTORS OR TMU RELEASES. THE JETS WERE HIGH, FAST, AND SIDE BY SIDE. I AM REQUIRED TO PROVIDE 20 MI IN TRAIL TO THE NEXT LOW ALT CTLR ON THIS TFC. THIS MEANT VECTORING ACFT ALL OVER SECTOR. UGA X, A KING AIR, CHKED ON FREQ AT FL280 VIA HVQ APE VWV TOL AND WAS TURNED 15 DEGS L TO AVOID PIT ARR TFC AREA. UGA X WAS THEN CLRED DIRECT UWV AND DSNDED TO FL260. ACR Y CHKED ON FREQ LEAVING FL230 FOR FL250. AS SOON AS UGA X CLRED AN OVERFLT AT FL250, I CLRED UGA X TO FL240. ACR Y WAS TOLD TO REDUCE TO 250 KTS FOR SPACING. TRACKER ADVISED ME OF CONFLICT BTWN UGA X AND ACR Y. I THEN CLRED ACR Y TO EXPEDITE DSCNT TO FL240. UGA X 6 WAS RECLRED TO MAINTAIN FL250, ACFT ADVISED 'STOPPING AT FL250.' ACR Y WAS THEN TURNED TO A HDG OF 180 DEGS NO READBACK OF THIS CLRNC. ACR Y ADVISED OF RA AND CLBING. I THEN VERIFIED THAT ACR Y WAS CLBING AND ISSUED THE KING AIR TFC TO HIM. UGA X WAS RECLRED TO FL240. UPON RECEIVING, THE RA, ACR Y CLBED FROM FL250 TO FL255 IN 1 RADAR UPDATE. IN MY OPINION IF HIS DSCNT WAS THIS GOOD OR THE TURN TAKEN THIS SIT WOULD NOT HAVE BEEN AS BAD OR MIGHT NOT HAVE HAPPENED. SUPPLEMENTAL INFO FROM ACN 281766: AT FL250, ZID ON 132.82 CLRED US TO FL240 AND SAID TO HURRY DOWN. AS WE STARTED TO DSND WE RECEIVED A TCASII RA TO CLB AT 2000 FPM. WE STARTED THE CLB, ADVISED ATC AND AT FL260 WERE CLR OF CONFLICT. ATC THEN TOLD US TO JUST MAINTAIN FL260. SUPPLEMENTAL INFO FROM ACN 282038: ACR Y ORIGINALLY DSNDED TO FL248, MAINTAINED IT, THEN RESPONDED TO THE RA AND CLBED TO FL260. ACR Y NEVER TURNED OR ATTEMPTED TO GET TO FL240. DO NOT KNOW WHEN THE TCASII RA HAPPENED BUT IT TURNED THE SIT INTO A LOSS OF SEPARATION A LOT CLOSER THAN WHAT IT ORIGINALLY WOULD HAVE BEEN.

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.