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The heading of a cargo flight that was close to becoming a traffic factor was questioned by the second ZTL controller after flight crewof the cargo A310 noted traffic climbing through their altitude about 9 NM away near gzg, va.
| Attributes | |
| ACN | 578111 |
| Time | |
| Date | 200303 |
| Day | Fri |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | atc facility : ztl.artcc |
| State Reference | GA |
| Altitude | msl single value : 29000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | artcc : ztl.artcc |
| Operator | common carrier : air carrier |
| Make Model Name | A310 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | cruise : level |
| Route In Use | arrival : on vectors |
| Flight Plan | IFR |
| Aircraft 2 | |
| Controlling Facilities | artcc : ztl.artcc |
| Operator | common carrier : air carrier |
| Make Model Name | Any Unknown or Unlisted Aircraft Manufacturer |
| Operating Under FAR Part | Part 121 |
| Flight Phase | climbout : intermediate altitude |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : multi engine pilot : flight engineer pilot : atp |
| Experience | flight time last 90 days : 100 flight time total : 10000 flight time type : 400 |
| ASRS Report | 578111 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Events | |
| Anomaly | conflict : airborne less severe non adherence : clearance non adherence : required legal separation other anomaly other other spatial deviation |
| Independent Detector | other controllera |
| Resolutory Action | controller : issued advisory |
| Consequence | faa : reviewed incident with flight crew |
| Miss Distance | horizontal : 54000 vertical : 650 |
| Supplementary | |
| Problem Areas | ATC Human Performance Aircraft Company Environmental Factor Flight Crew Human Performance |
| Primary Problem | Ambiguous |
| Air Traffic Incident | Operational Deviation Intra Facility Coordination Failure |
Narrative:
Cargo flight to gso. Level at FL290. Captain and I were using our speakers instead of headsets. This is allowed above FL180 per the fdm. In contact with ZTL frequency 133.175. At approximately XA15Z, received a rerte, present position direct to gzg, then brook 2 arrival, gso. Approximately 5-8 mins later, ZTL had us change to new frequency with no other instructions. Upon checking with new ZTL (126.675), the controller asked if we were in a right turn. I reported negative, and that we were given direct to gzg. ATC did not answer back right away, and I repeated our last clearance. Over the next 3-5 mins, atl questioned us at least twice more about our turn clearance. Again, I reiterated our last clearance. About that time, we noticed an aircraft at our 10-11 O'clock position, 8-10 mi out, according to the TCASII. The other aircraft was going in the opposite direction and climbing, but was only 600-700 ft above us. I am not sure if it caused a conflict or not. TCASII did not give us any warnings either TA or RA. Since the captain and I were on speakers and not headsets, we may have missed the order to turn right. In any case, I did not read back the turn instructions prior to switching to the new frequency. The only thing that may help in the future is not allowing speakers to be used in any circumstance.
Original NASA ASRS Text
Title: THE HDG OF A CARGO FLT THAT WAS CLOSE TO BECOMING A TFC FACTOR WAS QUESTIONED BY THE SECOND ZTL CTLR AFTER FLT CREWOF THE CARGO A310 NOTED TFC CLBING THROUGH THEIR ALT ABOUT 9 NM AWAY NEAR GZG, VA.
Narrative: CARGO FLT TO GSO. LEVEL AT FL290. CAPT AND I WERE USING OUR SPEAKERS INSTEAD OF HEADSETS. THIS IS ALLOWED ABOVE FL180 PER THE FDM. IN CONTACT WITH ZTL FREQ 133.175. AT APPROX XA15Z, RECEIVED A RERTE, PRESENT POS DIRECT TO GZG, THEN BROOK 2 ARR, GSO. APPROX 5-8 MINS LATER, ZTL HAD US CHANGE TO NEW FREQ WITH NO OTHER INSTRUCTIONS. UPON CHKING WITH NEW ZTL (126.675), THE CTLR ASKED IF WE WERE IN A R TURN. I RPTED NEGATIVE, AND THAT WE WERE GIVEN DIRECT TO GZG. ATC DID NOT ANSWER BACK RIGHT AWAY, AND I REPEATED OUR LAST CLRNC. OVER THE NEXT 3-5 MINS, ATL QUESTIONED US AT LEAST TWICE MORE ABOUT OUR TURN CLRNC. AGAIN, I REITERATED OUR LAST CLRNC. ABOUT THAT TIME, WE NOTICED AN ACFT AT OUR 10-11 O'CLOCK POS, 8-10 MI OUT, ACCORDING TO THE TCASII. THE OTHER ACFT WAS GOING IN THE OPPOSITE DIRECTION AND CLBING, BUT WAS ONLY 600-700 FT ABOVE US. I AM NOT SURE IF IT CAUSED A CONFLICT OR NOT. TCASII DID NOT GIVE US ANY WARNINGS EITHER TA OR RA. SINCE THE CAPT AND I WERE ON SPEAKERS AND NOT HEADSETS, WE MAY HAVE MISSED THE ORDER TO TURN R. IN ANY CASE, I DID NOT READ BACK THE TURN INSTRUCTIONS PRIOR TO SWITCHING TO THE NEW FREQ. THE ONLY THING THAT MAY HELP IN THE FUTURE IS NOT ALLOWING SPEAKERS TO BE USED IN ANY CIRCUMSTANCE.
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.