A low altitude ARTCC radar controller in training issued a crossing restr at 11000 ft to an E145 air...

Attributes
ACN	689155
Time
Date	200603
Local Time Of Day	0601 To 1200
Place
Locale Reference	intersection : neets
State Reference	NH
Altitude	msl single value : 10000
Environment
Flight Conditions	VMC VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zbw.artcc
Operator	common carrier : air carrier
Make Model Name	EMB ERJ 145 ER&LR
Operating Under FAR Part	Part 121
Flight Phase	descent : intermediate altitude
Flight Plan	IFR
Person 1
Affiliation	government : faa
Function	controller : combined radar instruction : trainee
Qualification	controller : radar
Experience	controller limited radar : 1 controller non radar : 1 controller radar : 0.5
ASRS Report	689155
Person 2
Affiliation	government : faa
Function	controller : combined radar instruction : instructor
Events
Anomaly	airspace violation : entry altitude deviation : overshoot altitude deviation : crossing restriction not met non adherence : published procedure
Independent Detector	other controllera
Resolutory Action	none taken : detected after the fact
Supplementary
Problem Areas	ATC Human Performance
Primary Problem	ATC Human Performance
Air Traffic Incident	Operational Deviation

Narrative:

I was training on one of my first two radar sectors; no radar associate. Adjacent MOA and warning areas active; I was controling a military cap over boston which overlapped 3 other sectors. Also in control of the associated refueling track 2000 ft above my sector in 2 high sectors' airspace. Tanker climbing to the arrival track; departure out of portland; two inbounds to portland on north side of sector; 1 inbound to pwn on south side of sector overflying the military cap. The first northerly inbound had been issued crossing restr per LOA by previous sector to cross neets intersection at 11000 ft; the data block reflected interim altitude 11000 ft assigned. I was discussing the cap/refueling track situation when the aircraft checked on. I didn't hear it clearly so I asked the aircraft to say again. The pilot checked on again; however; stated 'neets at ten.' the call sign also ended with ten. I thought that I heard the appropriate restr and gave the portland altimeter. The flight was still in the descent prior to neets and I initiated the automated handoff to portland approach. The handoff was accepted and I frequency changed the aircraft just prior to reaching neets the aircraft continued descent to 10000 ft and violated bos approach airspace. Bos approach contacted portland approach about the aircraft; then contacted my operations supervisor to see if I had assigned 10000 ft. I had not; and thought the flight had stated the appropriate restr; which had been given and read back correctly with the appropriate sector. Basically I had heard what I expected to hear given the LOA and data block information and did not hear the incorrect altitude. I had been distraction by the unusual military operation with airspace outside the normal limits of the sector and perceived the correct restr on initial contact. The lesson: don't hear -- listen.

Original NASA ASRS Text

Title: A LOW ALT ARTCC RADAR CTLR IN TRAINING ISSUED A XING RESTR AT 11000 FT TO AN E145 ACR ACFT. THE PLT READ BACK 10000 FT INSTEAD RESULTING IN THE ACFT ENTERING ADJACENT FACILITY AIRSPACE AT THE WRONG ALT.

Narrative: I WAS TRAINING ON ONE OF MY FIRST TWO RADAR SECTORS; NO RADAR ASSOCIATE. ADJACENT MOA AND WARNING AREAS ACTIVE; I WAS CTLING A MIL CAP OVER BOSTON WHICH OVERLAPPED 3 OTHER SECTORS. ALSO IN CTL OF THE ASSOCIATED REFUELING TRACK 2000 FT ABOVE MY SECTOR IN 2 HIGH SECTORS' AIRSPACE. TANKER CLBING TO THE ARR TRACK; DEP OUT OF PORTLAND; TWO INBOUNDS TO PORTLAND ON N SIDE OF SECTOR; 1 INBOUND TO PWN ON S SIDE OF SECTOR OVERFLYING THE MIL CAP. THE FIRST NORTHERLY INBOUND HAD BEEN ISSUED XING RESTR PER LOA BY PREVIOUS SECTOR TO CROSS NEETS INTXN AT 11000 FT; THE DATA BLOCK REFLECTED INTERIM ALT 11000 FT ASSIGNED. I WAS DISCUSSING THE CAP/REFUELING TRACK SITUATION WHEN THE ACFT CHKED ON. I DIDN'T HEAR IT CLRLY SO I ASKED THE ACFT TO SAY AGAIN. THE PLT CHKED ON AGAIN; HOWEVER; STATED 'NEETS AT TEN.' THE CALL SIGN ALSO ENDED WITH TEN. I THOUGHT THAT I HEARD THE APPROPRIATE RESTR AND GAVE THE PORTLAND ALTIMETER. THE FLT WAS STILL IN THE DSCNT PRIOR TO NEETS AND I INITIATED THE AUTOMATED HDOF TO PORTLAND APCH. THE HDOF WAS ACCEPTED AND I FREQ CHANGED THE ACFT JUST PRIOR TO REACHING NEETS THE ACFT CONTINUED DSCNT TO 10000 FT AND VIOLATED BOS APCH AIRSPACE. BOS APCH CONTACTED PORTLAND APCH ABOUT THE ACFT; THEN CONTACTED MY OPS SUPVR TO SEE IF I HAD ASSIGNED 10000 FT. I HAD NOT; AND THOUGHT THE FLT HAD STATED THE APPROPRIATE RESTR; WHICH HAD BEEN GIVEN AND READ BACK CORRECTLY WITH THE APPROPRIATE SECTOR. BASICALLY I HAD HEARD WHAT I EXPECTED TO HEAR GIVEN THE LOA AND DATA BLOCK INFO AND DID NOT HEAR THE INCORRECT ALT. I HAD BEEN DISTR BY THE UNUSUAL MIL OP WITH AIRSPACE OUTSIDE THE NORMAL LIMITS OF THE SECTOR AND PERCEIVED THE CORRECT RESTR ON INITIAL CONTACT. THE LESSON: DON'T HEAR -- LISTEN.

Data retrieved from NASA's ASRS site as of January 2009 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.

A low altitude ARTCC radar controller in training issued a crossing restr at 11000 ft to an E145 air carrier aircraft. The pilot read back 10000 ft instead resulting in the aircraft entering adjacent facility airspace at the wrong altitude.