Narrative:

Aircraft #1 was climbing to FL350 from dtw to ewr via a relatively new route which has a 40 degree or more turn to the right to intercept J584 to slt and on to ewr. Dtw departures are the only flts that use this route. Many aircraft routinely fly over this position proceeding direct to slt. Aircraft #2 was swbound at FL360. I did not realize at first that aircraft #1 was on this route with the large turn and cleared it to FL390. If proceeding directly to slt; they would miss by 7-8 mi. As they approached each other; I realized aircraft #1 was about to make a sharp right turn directly into the path of aircraft #2 and issued a 30 degree left turn. I was not sure if they had initiated the right turn at the moment; but based on the track; it appears they had at least turned some. They passed side-by-side slightly more than 5 mi apart. I am sure they would have been much closer had I not given the turn or even waited a few seconds longer to do so. Aircraft #1 stated he had a TCAS TA; I supposed because the TCAS was anticipating the large turn. Aircraft #2 said nothing. I have previously stated I do not feel this route is safe to management and natca; and especially not needed. When 95 out of 100 aircraft fly straight ahead in that position; and 5 make a sharp right turn into a very busy airway; it's a serious incident waiting to happen! The conflict alert will not save these types of situations either as it is based on history of where the track has been rather than anticipating large turns. In this case; the conflict alert never activated. It is very frustrating working with the current FAA management in getting any sort of positive changes made unless they are management initiated. They feel they know everything and those of us who make the system work every day know nothing. Yes; that is a harsh statement; but truly how I feel they perceive the working controllers.

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Original NASA ASRS Text

Title: ZOB CTLR EXPERIENCED NEAR OPERROR AT FL360 WHEN DTW DEP; ON NEW DEW ROUTING; CAME CLOSE TO ENROUTE TFC.

Narrative: ACFT #1 WAS CLBING TO FL350 FROM DTW TO EWR VIA A RELATIVELY NEW RTE WHICH HAS A 40 DEG OR MORE TURN TO THE R TO INTERCEPT J584 TO SLT AND ON TO EWR. DTW DEPS ARE THE ONLY FLTS THAT USE THIS RTE. MANY ACFT ROUTINELY FLY OVER THIS POS PROCEEDING DIRECT TO SLT. ACFT #2 WAS SWBOUND AT FL360. I DID NOT REALIZE AT FIRST THAT ACFT #1 WAS ON THIS RTE WITH THE LARGE TURN AND CLRED IT TO FL390. IF PROCEEDING DIRECTLY TO SLT; THEY WOULD MISS BY 7-8 MI. AS THEY APCHED EACH OTHER; I REALIZED ACFT #1 WAS ABOUT TO MAKE A SHARP R TURN DIRECTLY INTO THE PATH OF ACFT #2 AND ISSUED A 30 DEG L TURN. I WAS NOT SURE IF THEY HAD INITIATED THE R TURN AT THE MOMENT; BUT BASED ON THE TRACK; IT APPEARS THEY HAD AT LEAST TURNED SOME. THEY PASSED SIDE-BY-SIDE SLIGHTLY MORE THAN 5 MI APART. I AM SURE THEY WOULD HAVE BEEN MUCH CLOSER HAD I NOT GIVEN THE TURN OR EVEN WAITED A FEW SECONDS LONGER TO DO SO. ACFT #1 STATED HE HAD A TCAS TA; I SUPPOSED BECAUSE THE TCAS WAS ANTICIPATING THE LARGE TURN. ACFT #2 SAID NOTHING. I HAVE PREVIOUSLY STATED I DO NOT FEEL THIS RTE IS SAFE TO MGMNT AND NATCA; AND ESPECIALLY NOT NEEDED. WHEN 95 OUT OF 100 ACFT FLY STRAIGHT AHEAD IN THAT POS; AND 5 MAKE A SHARP R TURN INTO A VERY BUSY AIRWAY; IT'S A SERIOUS INCIDENT WAITING TO HAPPEN! THE CONFLICT ALERT WILL NOT SAVE THESE TYPES OF SITUATIONS EITHER AS IT IS BASED ON HISTORY OF WHERE THE TRACK HAS BEEN RATHER THAN ANTICIPATING LARGE TURNS. IN THIS CASE; THE CONFLICT ALERT NEVER ACTIVATED. IT IS VERY FRUSTRATING WORKING WITH THE CURRENT FAA MGMNT IN GETTING ANY SORT OF POSITIVE CHANGES MADE UNLESS THEY ARE MGMNT INITIATED. THEY FEEL THEY KNOW EVERYTHING AND THOSE OF US WHO MAKE THE SYS WORK EVERY DAY KNOW NOTHING. YES; THAT IS A HARSH STATEMENT; BUT TRULY HOW I FEEL THEY PERCEIVE THE WORKING CTLRS.

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.