Air carrier X descent through occupied altitude had less than standard separation from cpr Y. System...

Attributes
ACN	315120
Time
Date	199509
Day	Thu
Local Time Of Day	1801 To 2400
Place
Locale Reference	atc facility : djb
State Reference	OH
Altitude	msl bound lower : 27000 msl bound upper : 27000
Environment
Flight Conditions	IMC
Light	Night
Aircraft 1
Controlling Facilities	artcc : zob
Operator	common carrier : air carrier
Make Model Name	MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Navigation In Use	Other
Flight Phase	descent other
Route In Use	enroute : on vectors
Flight Plan	IFR
Aircraft 2
Operator	general aviation : corporate
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	other : unknown
Flight Phase	cruise other
Route In Use	enroute : direct
Flight Plan	IFR
Person 1
Affiliation	government : faa
Function	controller : radar
Qualification	controller : radar
Experience	controller military : 4 controller non radar : 10 controller radar : 8
ASRS Report	315120
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	conflict : airborne less severe non adherence : published procedure non adherence : required legal separation
Independent Detector	atc equipment other atc equipment : unspecified
Resolutory Action	none taken : unable
Consequence	faa : investigated
Miss Distance	horizontal : 19800 vertical : 0
Supplementary
Primary Problem	ATC Human Performance
Air Traffic Incident	Operational Error

Narrative:

The problem arose from too many aircraft in one sector causing me to fall behind. Contributing factors could include frequency congestion, pilots not listening, my concentration lost due to events happening out of the ordinary, actually train of thought would be a better word than concentration, tmu not rerouting some dtw inbounds to a non-busy fix and another aircraft confliction with one being at wrong altitude for direction of flight. Conflict alert alerted me and the handoff man to the situation. My perception was that the aircraft involved was turned to the heading I issued 3 times for the descent around the traffic. The human factor affecting performance was the fact I had a headache and had canceled annual leave to work. Corrective action was turns and altitudes issued. Callback conversation with reporter revealed the following information: reporter stated air carrier X MD80 was descended through the altitude of cpr Y a biz jet. After X started down the reporter tried 3 times to turn X but the flight crew did not respond until the third call.

Original NASA ASRS Text

Title: ACR X DSCNT THROUGH OCCUPIED ALT HAD LTSS FROM CPR Y. SYS ERROR.

Narrative: THE PROB AROSE FROM TOO MANY ACFT IN ONE SECTOR CAUSING ME TO FALL BEHIND. CONTRIBUTING FACTORS COULD INCLUDE FREQ CONGESTION, PLTS NOT LISTENING, MY CONCENTRATION LOST DUE TO EVENTS HAPPENING OUT OF THE ORDINARY, ACTUALLY TRAIN OF THOUGHT WOULD BE A BETTER WORD THAN CONCENTRATION, TMU NOT REROUTING SOME DTW INBOUNDS TO A NON-BUSY FIX AND ANOTHER ACFT CONFLICTION WITH ONE BEING AT WRONG ALT FOR DIRECTION OF FLT. CONFLICT ALERT ALERTED ME AND THE HDOF MAN TO THE SIT. MY PERCEPTION WAS THAT THE ACFT INVOLVED WAS TURNED TO THE HDG I ISSUED 3 TIMES FOR THE DSCNT AROUND THE TFC. THE HUMAN FACTOR AFFECTING PERFORMANCE WAS THE FACT I HAD A HEADACHE AND HAD CANCELED ANNUAL LEAVE TO WORK. CORRECTIVE ACTION WAS TURNS AND ALTS ISSUED. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATED ACR X MD80 WAS DSNDED THROUGH THE ALT OF CPR Y A BIZ JET. AFTER X STARTED DOWN THE RPTR TRIED 3 TIMES TO TURN X BUT THE FLC DID NOT RESPOND UNTIL THE THIRD CALL.

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.

Air carrier X descent through occupied altitude had less than standard separation from cpr Y. System error.