Small transport jump aircraft was not provided acceptable ATC handling.

Attributes
ACN	440090
Time
Date	199906
Day	Tue
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : zob.artcc
State Reference	OH
Altitude	msl bound lower : 9000 msl bound upper : 14000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zob.artcc
Operator	general aviation : corporate
Make Model Name	Small Transport, Low Wing, 2 Recip Eng
Operating Under FAR Part	other : 105
Flight Phase	climbout : vacating altitude
Flight Plan	None
Aircraft 2
Controlling Facilities	artcc : zob.artcc
Operator	general aviation : personal
Make Model Name	Mooney Aircraft Undifferentiated or Other Model
Operating Under FAR Part	Part 91
Person 1
Affiliation	company : charter
Function	flight crew : single pilot oversight : pic
Qualification	pilot : multi engine pilot : instrument pilot : commercial pilot : cfi
Experience	flight time last 90 days : 70 flight time total : 2600 flight time type : 300
ASRS Report	440090
Person 2
Affiliation	other
Function	flight crew : single pilot oversight : pic
Qualification	pilot : private
Events
Anomaly	conflict : airborne less severe
Independent Detector	other flight crewa other flight crewb
Miss Distance	horizontal : 15000
Supplementary
Problem Areas	Airspace Structure ATC Human Performance ATC Facility
Primary Problem	ATC Human Performance

Narrative:

This situation I believe was created by an excessive amount of traffic being handled by 1 controller. I departed parkman, oh, with a load of jumpers to drop at parkman. I did note a lot of radio traffic, so I waited to get a long enough pause to get my initial radio call in. The controller responded by saying he could not give me advisories due to workload. I then told him that I was 15 mins to jump over parkman at about 9000 ft. During climb, an airliner called the controller to report a near miss. The controller and myself thought that I was the aircraft the airliner had to avoid. I did finally see another aircraft, but it was just passing my altitude about 3 mi away and climbing. Then as I passed 12000 ft, another airliner called that he was maneuvering around a mooney at 9000 ft. I now believe that the first call was also the same mooney because the controller thought that I was close to chardon VOR. I reported that I was not at that location. After making my 5 min and 1 min to jump callout, I let my jumpers out and started descending. When I reported this, the controller asked me to call center on the telephone and gave me a number to call. The person I talked to on the phone told me that I was not in error and the controller working at that time had not handled my request properly. Later that evening the supervisor called me and explained to me that I had done nothing wrong. I thought he was very nice to me in his conversation with me. He explained to me how he pointed out the rules that I have to follow to his controller working me that evening. Although I have never had a near miss flying jumpers, I have had several flts where the controller refused service due to workload. Part 105 only requires me to report jump activity 5 mins prior to jump, in class east airspace. I believe that many controllers are not aware of this. I also believe the practice of having controllers work multiple frequencys at the same time is a dangerous practice. I believe the controllers are doing the best they can with the available resources. It is time the FAA starts staffing the control ctrs with more controllers.

Original NASA ASRS Text

Title: SMT JUMP ACFT WAS NOT PROVIDED ACCEPTABLE ATC HANDLING.

Narrative: THIS SIT I BELIEVE WAS CREATED BY AN EXCESSIVE AMOUNT OF TFC BEING HANDLED BY 1 CTLR. I DEPARTED PARKMAN, OH, WITH A LOAD OF JUMPERS TO DROP AT PARKMAN. I DID NOTE A LOT OF RADIO TFC, SO I WAITED TO GET A LONG ENOUGH PAUSE TO GET MY INITIAL RADIO CALL IN. THE CTLR RESPONDED BY SAYING HE COULD NOT GIVE ME ADVISORIES DUE TO WORKLOAD. I THEN TOLD HIM THAT I WAS 15 MINS TO JUMP OVER PARKMAN AT ABOUT 9000 FT. DURING CLB, AN AIRLINER CALLED THE CTLR TO RPT A NEAR MISS. THE CTLR AND MYSELF THOUGHT THAT I WAS THE ACFT THE AIRLINER HAD TO AVOID. I DID FINALLY SEE ANOTHER ACFT, BUT IT WAS JUST PASSING MY ALT ABOUT 3 MI AWAY AND CLBING. THEN AS I PASSED 12000 FT, ANOTHER AIRLINER CALLED THAT HE WAS MANEUVERING AROUND A MOONEY AT 9000 FT. I NOW BELIEVE THAT THE FIRST CALL WAS ALSO THE SAME MOONEY BECAUSE THE CTLR THOUGHT THAT I WAS CLOSE TO CHARDON VOR. I RPTED THAT I WAS NOT AT THAT LOCATION. AFTER MAKING MY 5 MIN AND 1 MIN TO JUMP CALLOUT, I LET MY JUMPERS OUT AND STARTED DSNDING. WHEN I RPTED THIS, THE CTLR ASKED ME TO CALL CTR ON THE TELEPHONE AND GAVE ME A NUMBER TO CALL. THE PERSON I TALKED TO ON THE PHONE TOLD ME THAT I WAS NOT IN ERROR AND THE CTLR WORKING AT THAT TIME HAD NOT HANDLED MY REQUEST PROPERLY. LATER THAT EVENING THE SUPVR CALLED ME AND EXPLAINED TO ME THAT I HAD DONE NOTHING WRONG. I THOUGHT HE WAS VERY NICE TO ME IN HIS CONVERSATION WITH ME. HE EXPLAINED TO ME HOW HE POINTED OUT THE RULES THAT I HAVE TO FOLLOW TO HIS CTLR WORKING ME THAT EVENING. ALTHOUGH I HAVE NEVER HAD A NEAR MISS FLYING JUMPERS, I HAVE HAD SEVERAL FLTS WHERE THE CTLR REFUSED SVC DUE TO WORKLOAD. PART 105 ONLY REQUIRES ME TO RPT JUMP ACTIVITY 5 MINS PRIOR TO JUMP, IN CLASS E AIRSPACE. I BELIEVE THAT MANY CTLRS ARE NOT AWARE OF THIS. I ALSO BELIEVE THE PRACTICE OF HAVING CTLRS WORK MULTIPLE FREQS AT THE SAME TIME IS A DANGEROUS PRACTICE. I BELIEVE THE CTLRS ARE DOING THE BEST THEY CAN WITH THE AVAILABLE RESOURCES. IT IS TIME THE FAA STARTS STAFFING THE CTL CTRS WITH MORE CTLRS.

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.