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ZID radar associate describes operational error at FL240 due to communication confusion between himself and radar controller.
| Attributes | |
| ACN | 638363 |
| Time | |
| Date | 200411 |
| Day | Tue |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | navaid : zzv.vor |
| State Reference | OH |
| Altitude | msl single value : 24000 |
| Environment | |
| Flight Conditions | Marginal |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | artcc : zid.artcc |
| Operator | common carrier : air carrier |
| Make Model Name | Regional Jet 200 ER&LR |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent : intermediate altitude |
| Flight Plan | IFR |
| Aircraft 2 | |
| Controlling Facilities | artcc : zid.artcc |
| Operator | common carrier : air carrier |
| Make Model Name | A319 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | cruise : level |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | government : faa |
| Function | controller : handoff position |
| Experience | controller time certified in position1 : 5 |
| ASRS Report | 639363 |
| Person 2 | |
| Affiliation | government : faa |
| Function | controller : radar |
| Events | |
| Anomaly | conflict : airborne less severe non adherence : required legal separation |
| Independent Detector | atc equipment : conflict alert other controllera |
| Resolutory Action | controller : issued alert controller : issued new clearance |
| Miss Distance | horizontal : 18000 vertical : 400 |
| Supplementary | |
| Problem Areas | ATC Human Performance |
| Primary Problem | ATC Human Performance |
| Air Traffic Incident | Operational Error Intra Facility Coordination Failure |
Narrative:
I was working the d-side position and had pointed out aircraft #1 to the adjacent sector and gotten control for descent on the aircraft in anticipation of its descent into low altitude station, landing dayton. There was 2400 ft traffic (aircraft #2) when aircraft #1 checked on. The radar controller descended the aircraft to FL240. I was busy doing other things, didn't hear the clearance, and assumed that aircraft had been descended to FL250 (1000 ft above aircraft #2). FL240 was in the data block (of aircraft #1) but I was busy doing other things and didn't notice. When I got control for descent from the previous sector on aircraft #1, I informed the radar controller that #1 was his control to FL240 (assuming he realized that #2 was traffic and would descend on the other side of #2). Looking back, it may have been better if I said 'aircraft #1 is your control for lower' rather than 'to FL240.'
Original NASA ASRS Text
Title: ZID RADAR ASSOCIATE DESCRIBES OPERROR AT FL240 DUE TO COM CONFUSION BTWN HIMSELF AND RADAR CTLR.
Narrative: I WAS WORKING THE D-SIDE POS AND HAD POINTED OUT ACFT #1 TO THE ADJACENT SECTOR AND GOTTEN CTL FOR DSCNT ON THE ACFT IN ANTICIPATION OF ITS DSCNT INTO LOW ALT STATION, LNDG DAYTON. THERE WAS 2400 FT TFC (ACFT #2) WHEN ACFT #1 CHKED ON. THE RADAR CTLR DSNDED THE ACFT TO FL240. I WAS BUSY DOING OTHER THINGS, DIDN'T HEAR THE CLRNC, AND ASSUMED THAT ACFT HAD BEEN DSNDED TO FL250 (1000 FT ABOVE ACFT #2). FL240 WAS IN THE DATA BLOCK (OF ACFT #1) BUT I WAS BUSY DOING OTHER THINGS AND DIDN'T NOTICE. WHEN I GOT CTL FOR DSCNT FROM THE PREVIOUS SECTOR ON ACFT #1, I INFORMED THE RADAR CTLR THAT #1 WAS HIS CTL TO FL240 (ASSUMING HE REALIZED THAT #2 WAS TFC AND WOULD DSND ON THE OTHER SIDE OF #2). LOOKING BACK, IT MAY HAVE BEEN BETTER IF I SAID 'ACFT #1 IS YOUR CTL FOR LOWER' RATHER THAN 'TO FL240.'
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.