Narrative:

Aircraft #1 was on final at stl. A cabin attendant coordinator called me at departure south and asked approval for an early turnout for the MD88 with a flap problem. (The aircraft was on 5 mi final at the time.) I coordinated with the low altitude controller and approved a left turn to heading 150 degrees and an altitude of 4000 ft. Low altitude had an aircraft at 2500 ft on downwind for sus airport (aircraft #2). The cabin attendant coordinator failed to pass the altitude to the local controller, only the heading was passed. The MD88 continued to fly inbound and finally turned to the 150 degree heading at the departure end, not an early turnout like requested. Aircraft #1 remained at 3000 ft and got close to the C550 southwest of the stl airport. When I realized the situation was occurring, I called the tower and asked why the MD88 was not at 4000 ft as coordinated, and was told he was not on their frequency. I tried to coordinate with the arrival position, but the event had already taken place and was resolving by then. The tower investigated and decided this was a non event, because the #2 aircraft had course divergence prior to loss of separation. However, they never addressed the issue that they shipped aircraft #1 in low altitude's airspace without coordinating a different altitude. They violated low altitude's airspace by entering it at 3000 ft instead of the 4000 ft that had been coordinated. This is the second time coordination with the cabin attendant coordinator has resulted in information not getting relayed to the aircraft and system deviations occurring -- and the tower covering these deals up by calling them 'non events.' the only way I can see to prevent this is to not coordinate with the cabin attendant coordinator.

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Original NASA ASRS Text

Title: STL CAB COORDINATOR COORDINATES WITH T75 DEP FOR NONSTANDARD MISSED APCH WHICH RESULTS IN TWR TO TRACON SECTOR COORD FAILURE.

Narrative: ACFT #1 WAS ON FINAL AT STL. A CAB COORDINATOR CALLED ME AT DEP S AND ASKED APPROVAL FOR AN EARLY TURNOUT FOR THE MD88 WITH A FLAP PROB. (THE ACFT WAS ON 5 MI FINAL AT THE TIME.) I COORDINATED WITH THE LOW ALT CTLR AND APPROVED A L TURN TO HDG 150 DEGS AND AN ALT OF 4000 FT. LOW ALT HAD AN ACFT AT 2500 FT ON DOWNWIND FOR SUS ARPT (ACFT #2). THE CAB COORDINATOR FAILED TO PASS THE ALT TO THE LCL CTLR, ONLY THE HDG WAS PASSED. THE MD88 CONTINUED TO FLY INBOUND AND FINALLY TURNED TO THE 150 DEG HDG AT THE DEP END, NOT AN EARLY TURNOUT LIKE REQUESTED. ACFT #1 REMAINED AT 3000 FT AND GOT CLOSE TO THE C550 SW OF THE STL ARPT. WHEN I REALIZED THE SIT WAS OCCURRING, I CALLED THE TWR AND ASKED WHY THE MD88 WAS NOT AT 4000 FT AS COORDINATED, AND WAS TOLD HE WAS NOT ON THEIR FREQ. I TRIED TO COORDINATE WITH THE ARR POS, BUT THE EVENT HAD ALREADY TAKEN PLACE AND WAS RESOLVING BY THEN. THE TWR INVESTIGATED AND DECIDED THIS WAS A NON EVENT, BECAUSE THE #2 ACFT HAD COURSE DIVERGENCE PRIOR TO LOSS OF SEPARATION. HOWEVER, THEY NEVER ADDRESSED THE ISSUE THAT THEY SHIPPED ACFT #1 IN LOW ALT'S AIRSPACE WITHOUT COORDINATING A DIFFERENT ALT. THEY VIOLATED LOW ALT'S AIRSPACE BY ENTERING IT AT 3000 FT INSTEAD OF THE 4000 FT THAT HAD BEEN COORDINATED. THIS IS THE SECOND TIME COORD WITH THE CAB COORDINATOR HAS RESULTED IN INFO NOT GETTING RELAYED TO THE ACFT AND SYS DEVS OCCURRING -- AND THE TWR COVERING THESE DEALS UP BY CALLING THEM 'NON EVENTS.' THE ONLY WAY I CAN SEE TO PREVENT THIS IS TO NOT COORDINATE WITH THE CAB COORDINATOR.

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.