Operational deviation when adjacent military approach facility failed coordination arrival traffic i...

Attributes
ACN	375440
Time
Date	199707
Day	Sat
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : acy
State Reference	NJ
Altitude	msl bound lower : 5000 msl bound upper : 5000
Environment
Flight Conditions	Marginal
Light	Daylight
Aircraft 1
Controlling Facilities	military facility : wri tracon : acy tower : atl
Operator	general aviation : personal
Make Model Name	Pilatus Britten-Norman Undifferentiated or Other Model
Operating Under FAR Part	Part 91
Flight Phase	cruise other
Route In Use	enroute : on vectors enroute airway : acy
Flight Plan	IFR
Aircraft 2
Operator	other
Make Model Name	Military Transport
Operating Under FAR Part	other : other
Flight Phase	cruise other
Flight Plan	IFR
Person 1
Affiliation	government : faa
Function	controller : approach
Qualification	controller : radar
Experience	controller radar : 5
ASRS Report	375440
Person 2
Affiliation	government : military
Function	controller : approach
Qualification	controller : military
Events
Anomaly	conflict : airborne less severe other anomaly other
Independent Detector	other controllera
Resolutory Action	controller : issued new clearance other
Consequence	Other
Supplementary
Primary Problem	ATC Human Performance
Air Traffic Incident	Operational Deviation
Situations
ATC Facility	procedure or policy : unspecified

Narrative:

I was attempting an automated handoff for an overflt nga at 5000 ft with mcguire approach. The mcguire controller said he was getting busy and to give nga a heading of 090 degrees and he was radar contact. I turned nga heading O90 degrees as requested. This heading would have kept the aircraft in my airspace. As I was about to switch the aircraft to mcguire I observed an aircraft tagged as 'abc' at 5000 ft enter my airspace from mcguire and flying a converging course toward my nga also at 5000 ft. I immediately turned nga heading 130 degrees to avoid a disaster. After about 10 flying mi I turned nga northbound toward his original routing via an airway. Then I observed another unknown aircraft at 5000 ft in the area of panze intersection (20 mi northeast acy). This aircraft was on a converging course with nga. Once again I vectored nga around this aircraft who had not been handed off or pointed out by mcguire approach. By this time mcguire would not take any traffic at all. We were holding other aircraft. Nga said if I could get him a lower altitude he might be able to cancel IFR. I descended nga to 3000 ft, he canceled and proceeded to blm VFR. I informed mcguire he was now VFR. Both these incidents happened in my airspace with aircraft mcguire did not handoff or point out. I feel mcguire approach is dangerous. They are unable to safely handle routine traffic. Any errors they deny or cover up. I call on the FAA to take mcguire's radar airspace and divide it between atlantic city, philadelphia, and new york approachs. This is in the interest of safety. Otherwise it is just a matter of time before there is a tragedy. Callback conversation with reporter revealed the following information: reporter stated that this situation is not an unusual occurrence. Reporter alleged when these sits occur, the supervisor will call the military facility and discuss the problem but to his, reporter's knowledge, there is no follow action to process an operational deviation with the facility. Reporter indicated the experience level of the military facility has dropped and felt that new, less experienced controllers are training newer controllers. Reporter alleges the FAA is doing nothing about the problem as it is saving money by having the military control the airspace rather than another FAA facility. Reporter indicated that either a KC10 or C141 was involved in the first incident and a citation in the second incident.

Original NASA ASRS Text

Title: OPDEV WHEN ADJACENT MIL APCH FACILITY FAILED COORD ARR TFC INTO RPTR'S AIRSPACE REQUIRING RPTR TO TAKE EVASIVE ACTION WITH ACFT AT THE SAME ALT UNDER RPTR'S CTL.

Narrative: I WAS ATTEMPTING AN AUTOMATED HDOF FOR AN OVERFLT NGA AT 5000 FT WITH MCGUIRE APCH. THE MCGUIRE CTLR SAID HE WAS GETTING BUSY AND TO GIVE NGA A HDG OF 090 DEGS AND HE WAS RADAR CONTACT. I TURNED NGA HDG O90 DEGS AS REQUESTED. THIS HEADING WOULD HAVE KEPT THE ACFT IN MY AIRSPACE. AS I WAS ABOUT TO SWITCH THE ACFT TO MCGUIRE I OBSERVED AN ACFT TAGGED AS 'ABC' AT 5000 FT ENTER MY AIRSPACE FROM MCGUIRE AND FLYING A CONVERGING COURSE TOWARD MY NGA ALSO AT 5000 FT. I IMMEDIATELY TURNED NGA HDG 130 DEGS TO AVOID A DISASTER. AFTER ABOUT 10 FLYING MI I TURNED NGA NBOUND TOWARD HIS ORIGINAL ROUTING VIA AN AIRWAY. THEN I OBSERVED ANOTHER UNKNOWN ACFT AT 5000 FT IN THE AREA OF PANZE INTXN (20 MI NE ACY). THIS ACFT WAS ON A CONVERGING COURSE WITH NGA. ONCE AGAIN I VECTORED NGA AROUND THIS ACFT WHO HAD NOT BEEN HANDED OFF OR POINTED OUT BY MCGUIRE APCH. BY THIS TIME MCGUIRE WOULD NOT TAKE ANY TFC AT ALL. WE WERE HOLDING OTHER ACFT. NGA SAID IF I COULD GET HIM A LOWER ALT HE MIGHT BE ABLE TO CANCEL IFR. I DSNDED NGA TO 3000 FT, HE CANCELED AND PROCEEDED TO BLM VFR. I INFORMED MCGUIRE HE WAS NOW VFR. BOTH THESE INCIDENTS HAPPENED IN MY AIRSPACE WITH ACFT MCGUIRE DID NOT HDOF OR POINT OUT. I FEEL MCGUIRE APCH IS DANGEROUS. THEY ARE UNABLE TO SAFELY HANDLE ROUTINE TFC. ANY ERRORS THEY DENY OR COVER UP. I CALL ON THE FAA TO TAKE MCGUIRE'S RADAR AIRSPACE AND DIVIDE IT BTWN ATLANTIC CITY, PHILADELPHIA, AND NEW YORK APCHS. THIS IS IN THE INTEREST OF SAFETY. OTHERWISE IT IS JUST A MATTER OF TIME BEFORE THERE IS A TRAGEDY. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATED THAT THIS SIT IS NOT AN UNUSUAL OCCURRENCE. RPTR ALLEGED WHEN THESE SITS OCCUR, THE SUPVR WILL CALL THE MIL FACILITY AND DISCUSS THE PROB BUT TO HIS, RPTR'S KNOWLEDGE, THERE IS NO FOLLOW ACTION TO PROCESS AN OPDEV WITH THE FACILITY. RPTR INDICATED THE EXPERIENCE LEVEL OF THE MIL FACILITY HAS DROPPED AND FELT THAT NEW, LESS EXPERIENCED CTLRS ARE TRAINING NEWER CTLRS. RPTR ALLEGES THE FAA IS DOING NOTHING ABOUT THE PROB AS IT IS SAVING MONEY BY HAVING THE MIL CTL THE AIRSPACE RATHER THAN ANOTHER FAA FACILITY. RPTR INDICATED THAT EITHER A KC10 OR C141 WAS INVOLVED IN THE FIRST INCIDENT AND A CITATION IN THE SECOND INCIDENT.

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.

Operational deviation when adjacent military approach facility failed coordination arrival traffic into reporter's airspace requiring reporter to take evasive action with aircraft at the same altitude under reporter's control.