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37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
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Mlc high controller at ZFW working a B737 at FL330 received handoff from adjacent high sector on converging traffic, an FK10 climbing to FL330. Controller claims both aircraft were radar separated by rtes shown on strips. Route of FK10 had been amended by previous sector but not noticed until conflict alert went off.
| Attributes | |
| ACN | 399884 |
| Time | |
| Date | 199804 |
| Day | Wed |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | atc facility : irw |
| State Reference | TX |
| Altitude | msl bound lower : 33000 msl bound upper : 33000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | artcc : zfw tower : bdl |
| Operator | common carrier : air carrier |
| Make Model Name | B757 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | Other Other |
| Flight Phase | cruise other |
| Route In Use | enroute : direct |
| Flight Plan | IFR |
| Aircraft 2 | |
| Operator | common carrier : air carrier |
| Make Model Name | Fokker 100 |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | Other Other |
| Flight Phase | climbout : intermediate altitude |
| Route In Use | departure other departure sid : sid enroute : direct |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | government : faa |
| Function | controller : radar |
| Qualification | controller : radar pilot : instrument |
| Experience | controller radar : 16 flight time total : 1000 |
| ASRS Report | 399884 |
| Person 2 | |
| Affiliation | government : faa |
| Function | controller : radar |
| Qualification | controller : radar |
| Events | |
| Anomaly | conflict : airborne less severe non adherence : published procedure non adherence : required legal separation other anomaly other |
| Independent Detector | atc equipment other atc equipment : unspecified other controllera |
| Resolutory Action | controller : issued new clearance none taken : detected after the fact none taken : insufficient time |
| Consequence | Other |
| Miss Distance | horizontal : 8000 vertical : 0 |
| Supplementary | |
| Primary Problem | Airport |
| Air Traffic Incident | Operational Error |
| Situations | |
| ATC Facility | other physical facility procedure or policy : unspecified |
Narrative:
I was working mlc high radar and data combined. After a recent resectorization at ZFW, staffing has changed how we are able to man certain position. The 2 'a' sides are now worked by 1 controller, when for the last 2 decades these same 2 'a' sides were staffed by 2 controllers -- at least 5 mins flying time from the boundary. Controllers may revise an aircraft's route. The departure sector north of dfw (adm high) does this quite often. In the best of circumstances, you may already be talking to the aircraft before you can receive and read the flight plan revision. Ever since ZFW has started staffing 1 controller to distribute strips for 6 sectors, strip delivery has slowed. This created a scenario where I made a decision to allow an FK10 to continue climbing to FL330 on a SID over tul. A B757 was cleared irw-fsm and 110 KTS faster than the FK10. I determined that on their rtes I would have at least 8 mi separation. However, adm high cleared this aircraft direct cnu which was a 15 degree left turn. This turned the FK10 right into the B757 and I never got the flight revision until well after the incident. Just as I noticed the decreasing separation, the conflict alert went off. I turned both aircraft 30 degrees right and ended up regaining 7 mi separation.
Original NASA ASRS Text
Title: MLC HIGH CTLR AT ZFW WORKING A B737 AT FL330 RECEIVED HDOF FROM ADJACENT HIGH SECTOR ON CONVERGING TFC, AN FK10 CLBING TO FL330. CTLR CLAIMS BOTH ACFT WERE RADAR SEPARATED BY RTES SHOWN ON STRIPS. RTE OF FK10 HAD BEEN AMENDED BY PREVIOUS SECTOR BUT NOT NOTICED UNTIL CONFLICT ALERT WENT OFF.
Narrative: I WAS WORKING MLC HIGH RADAR AND DATA COMBINED. AFTER A RECENT RESECTORIZATION AT ZFW, STAFFING HAS CHANGED HOW WE ARE ABLE TO MAN CERTAIN POS. THE 2 'A' SIDES ARE NOW WORKED BY 1 CTLR, WHEN FOR THE LAST 2 DECADES THESE SAME 2 'A' SIDES WERE STAFFED BY 2 CTLRS -- AT LEAST 5 MINS FLYING TIME FROM THE BOUNDARY. CTLRS MAY REVISE AN ACFT'S RTE. THE DEP SECTOR N OF DFW (ADM HIGH) DOES THIS QUITE OFTEN. IN THE BEST OF CIRCUMSTANCES, YOU MAY ALREADY BE TALKING TO THE ACFT BEFORE YOU CAN RECEIVE AND READ THE FLT PLAN REVISION. EVER SINCE ZFW HAS STARTED STAFFING 1 CTLR TO DISTRIBUTE STRIPS FOR 6 SECTORS, STRIP DELIVERY HAS SLOWED. THIS CREATED A SCENARIO WHERE I MADE A DECISION TO ALLOW AN FK10 TO CONTINUE CLBING TO FL330 ON A SID OVER TUL. A B757 WAS CLRED IRW-FSM AND 110 KTS FASTER THAN THE FK10. I DETERMINED THAT ON THEIR RTES I WOULD HAVE AT LEAST 8 MI SEPARATION. HOWEVER, ADM HIGH CLRED THIS ACFT DIRECT CNU WHICH WAS A 15 DEG L TURN. THIS TURNED THE FK10 RIGHT INTO THE B757 AND I NEVER GOT THE FLT REVISION UNTIL WELL AFTER THE INCIDENT. JUST AS I NOTICED THE DECREASING SEPARATION, THE CONFLICT ALERT WENT OFF. I TURNED BOTH ACFT 30 DEGS R AND ENDED UP REGAINING 7 MI SEPARATION.
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.