Controller climbs F14 through altitude of air carrier resulting in less than standard separation.

Attributes
ACN	317473
Time
Date	199510
Day	Mon
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : lvl
State Reference	VA
Altitude	msl bound lower : 27000 msl bound upper : 27000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zdc
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
Aircraft 2
Operator	other
Make Model Name	Phantom II (F-4)
Operating Under FAR Part	other : other
Flight Phase	climbout : intermediate altitude
Flight Plan	IFR
Person 1
Affiliation	government : faa
Function	controller : radar
Qualification	controller : radar
Experience	controller non radar : 2 controller radar : 23
ASRS Report	317473
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 other controllera
Resolutory Action	controller : issued new clearance other
Consequence	faa : investigated
Miss Distance	horizontal : 16200 vertical : 600
Supplementary
Primary Problem	ATC Human Performance
Air Traffic Incident	Operational Error

Narrative:

Air carrier DC9 and military F14. Air carrier level FL270 northbound. F14 wbound at FL260. I had received a pointout on air carrier 80 mi prior to loss of separation at that time the air carrier was level FL330. He was later descended to FL270. Military was level FL260 requesting FL280. I issued routing change to the military to expedite his flight. The routing changed his heading about 15 degrees of previous heading. Military was then climbed to FL280. I did not realize the air carrier was at the position and altitude he was. When the conflict alert went off the military was out of FL264 and climbing. I elected to turn to a heading of 330 degrees since this would expedite the crossing situation and expedite the F14's climb. The entap indicated the F14 was climbing at approximately 2000 FPM prior to the turn and clearance to expedite climb. After the clearance the F14's climb rate goes to 500 FPM. I do not understand why. However we guessed from the entap that even at 2000 FPM we would have had greater separation, but still below minimums. Had I been working the air carrier I would have been more aware and the incident probably would not have happened.

Original NASA ASRS Text

Title: CTLR CLBS F14 THROUGH ALT OF ACR RESULTING IN LTSS.

Narrative: ACR DC9 AND MIL F14. ACR LEVEL FL270 NBOUND. F14 WBOUND AT FL260. I HAD RECEIVED A POINTOUT ON ACR 80 MI PRIOR TO LOSS OF SEPARATION AT THAT TIME THE ACR WAS LEVEL FL330. HE WAS LATER DSNDED TO FL270. MIL WAS LEVEL FL260 REQUESTING FL280. I ISSUED ROUTING CHANGE TO THE MIL TO EXPEDITE HIS FLT. THE ROUTING CHANGED HIS HDG ABOUT 15 DEGS OF PREVIOUS HDG. MIL WAS THEN CLBED TO FL280. I DID NOT REALIZE THE ACR WAS AT THE POS AND ALT HE WAS. WHEN THE CONFLICT ALERT WENT OFF THE MIL WAS OUT OF FL264 AND CLBING. I ELECTED TO TURN TO A HDG OF 330 DEGS SINCE THIS WOULD EXPEDITE THE XING SITUATION AND EXPEDITE THE F14'S CLB. THE ENTAP INDICATED THE F14 WAS CLBING AT APPROX 2000 FPM PRIOR TO THE TURN AND CLRNC TO EXPEDITE CLB. AFTER THE CLRNC THE F14'S CLB RATE GOES TO 500 FPM. I DO NOT UNDERSTAND WHY. HOWEVER WE GUESSED FROM THE ENTAP THAT EVEN AT 2000 FPM WE WOULD HAVE HAD GREATER SEPARATION, BUT STILL BELOW MINIMUMS. HAD I BEEN WORKING THE ACR I WOULD HAVE BEEN MORE AWARE AND THE INCIDENT PROBABLY WOULD NOT HAVE HAPPENED.

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.