Narrative:

About 1 hour into my first shift back from a weekend, working light to moderate traffic with very little complexity, I had an operational error. The error occurred with an medium large transport Y northbound and a widebody transport X eastbound. The northbound medium large transport Y had been on frequency for about 5 mins, was handed off to a succeeding sector and communication was transferred to that sector. At about that same time, the data block of the eastbound widebody transport X was forced up on my radar scope in the form of a point out. The widebody transport X was stopped at FL290 for the northbound medium large transport Y by sector B, who was working both aircraft. I, at sector a, opted to take radar contact and work the widebody transport X since that aircraft would be in conflict with other aircraft in my sector. The widebody transport X checked on my frequency climbing to FL290 and was acknowledged. I then asked my d-side if the widebody transport X was my control for climb, he coordinated with sector B who stipulated the widebody transport X was my control reference the medium large transport Y, who was still in the confines of my sector. I remember stating that I would indeed separate my traffic. About 1 min later, the widebody transport X reported level at FL290 requesting FL410. I, almost immediately, cleared the widebody transport X to FL410. I caught the error at the same time the C/a went off. The widebody transport X was 300' high and climbing at about 1500 FPM. I cleared the widebody transport X back to FL290, the clearance was missed, I then told the aircraft to maintain FL300 and issued the conflicting traffic. Proximity of aircraft--4 mi and 900'. Possible contributing factors are: 1) first day back from weekend, not on necessary mental plain. 2) not actively involved in separating the 2 aircraft initially. 3) projecting the widebody transport X route of flight and conflictions for the next 10-12 mins of flight and letting the immediate traffic slip from view.

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Original NASA ASRS Text

Title: CTLR HAD LESS THAN STANDARD SEPARATION BETWEEN CROSSING TRAFFIC, MLG LEVEL AND WDB CLIMBING.

Narrative: ABOUT 1 HR INTO MY FIRST SHIFT BACK FROM A WEEKEND, WORKING LIGHT TO MODERATE TFC WITH VERY LITTLE COMPLEXITY, I HAD AN OPERROR. THE ERROR OCCURRED WITH AN MLG Y NBOUND AND A WDB X EBND. THE NBOUND MLG Y HAD BEEN ON FREQ FOR ABOUT 5 MINS, WAS HANDED OFF TO A SUCCEEDING SECTOR AND COM WAS TRANSFERRED TO THAT SECTOR. AT ABOUT THAT SAME TIME, THE DATA BLOCK OF THE EBND WDB X WAS FORCED UP ON MY RADAR SCOPE IN THE FORM OF A POINT OUT. THE WDB X WAS STOPPED AT FL290 FOR THE NBOUND MLG Y BY SECTOR B, WHO WAS WORKING BOTH ACFT. I, AT SECTOR A, OPTED TO TAKE RADAR CONTACT AND WORK THE WDB X SINCE THAT ACFT WOULD BE IN CONFLICT WITH OTHER ACFT IN MY SECTOR. THE WDB X CHKED ON MY FREQ CLBING TO FL290 AND WAS ACKNOWLEDGED. I THEN ASKED MY D-SIDE IF THE WDB X WAS MY CTL FOR CLB, HE COORDINATED WITH SECTOR B WHO STIPULATED THE WDB X WAS MY CTL REF THE MLG Y, WHO WAS STILL IN THE CONFINES OF MY SECTOR. I REMEMBER STATING THAT I WOULD INDEED SEPARATE MY TFC. ABOUT 1 MIN LATER, THE WDB X RPTED LEVEL AT FL290 REQUESTING FL410. I, ALMOST IMMEDIATELY, CLRED THE WDB X TO FL410. I CAUGHT THE ERROR AT THE SAME TIME THE C/A WENT OFF. THE WDB X WAS 300' HIGH AND CLBING AT ABOUT 1500 FPM. I CLRED THE WDB X BACK TO FL290, THE CLRNC WAS MISSED, I THEN TOLD THE ACFT TO MAINTAIN FL300 AND ISSUED THE CONFLICTING TFC. PROX OF ACFT--4 MI AND 900'. POSSIBLE CONTRIBUTING FACTORS ARE: 1) FIRST DAY BACK FROM WEEKEND, NOT ON NECESSARY MENTAL PLAIN. 2) NOT ACTIVELY INVOLVED IN SEPARATING THE 2 ACFT INITIALLY. 3) PROJECTING THE WDB X ROUTE OF FLT AND CONFLICTIONS FOR THE NEXT 10-12 MINS OF FLT AND LETTING THE IMMEDIATE TFC SLIP FROM VIEW.

Data retrieved from NASA's ASRS site as of August 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.