Narrative:

A developmental was training on rw and was when air taxi X was handed off to him from ZMP at FL110. The aircraft was over the lnk airspace which goes up to FL100. The aircraft tracked into the overlying shelf of R90 airspace which runs from FL110-FL150 over the northeast quadrant of lnk airspace. I saw the aircraft at FL110. I had a few aircraft coming in from the south and east and was working them. The developmental gave a relief briefing to the incoming cpc (certified professional controller) who probably had 7 or 8 aircraft to work. The developmental had not pointed out air taxi X to me before giving the position to the incoming cpc. When I looked back up to the north side of my scope a few minutes later I observed air taxi X descending through about FL70. There were no other aircraft in the north half of the lnk airspace; therefore no reason at that point to stop the aircraft's descent and the cpc was busy right then with several aircraft approaching the oma final that needed to be controlled. Two things; first; since the aircraft was over another sectors aircraft; during the relief briefing it would be prudent to reinforce to the relieving controller that the aircraft is stopped at FL110 and not pointed out to the other sector; second and most important; proper strip marking. The cpc said that there was a lower altitude written on the strip and the developmental said he wrote the lower altitude in anticipation of descending the aircraft later when it was clear to do so. At the point one is relieved they should ensure that the altitude on the strip matches that which was last assigned or at least verbally tell the relieving controller that the marking is incorrect and what the aircraft is actually doing. Strip marking has become exceeding lax at R90; especially in the last 2 years. I have mentioned this to management on several occasions and am met with the response that they wish we just didn't use strips at all. I am a firm believer in using good strip marking and following the SOP's and 7110.65 strip marking procedures where applicable. The newer generation of controllers are straying away from this and I have now seen 2 instances within the last half year where proper strip marking could have saved a deviation. I have recommended to management and staff several times in the past that a re-emphasis be placed on classroom instruction and floor instruction of proper and complete strip marking; and doing refresher training for those already on the floor that have slipped through the cracks; but nothing has come of it. When I take a position the first thing I have to do is go back and correct all of the incorrect strip marking and verify what the aircraft are really doing; when strips are passed from another sector; it seems I am left to do the same again. It's the only way to ensure that I don't get left holding the bag. This is very unfortunate and time consuming. Years ago; good strip marking was a must and the instructors and the supervisors went through the strips to ensure they were being done correctly and there was occasional refresher training on the subject. Not anymore; handwritten strips are marked incorrectly for approaches and airports are left off the strip. Time is not put on the strip and other details like altitudes and headings are randomly dropped or marked incorrectly. I was taught that if a controller with good strip marking passed out at the scope that whoever jumped in to take over the position would know exactly what was going on based on the strips. This would not be the case today. My recommendation; R90 needs to go back to the basics and reemphasize complete; proper and correct strip marking.

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Original NASA ASRS Text

Title: R90 controller described a incomplete position briefing event when the controller being relieved failed to point out traffic to the controller assuming the position; the reporter listing poor strip marking as a casual factor.

Narrative: A developmental was training on RW and was when Air Taxi X was handed off to him from ZMP at FL110. The aircraft was over the LNK airspace which goes up to FL100. The aircraft tracked into the overlying shelf of R90 Airspace which runs from FL110-FL150 over the northeast quadrant of LNK Airspace. I saw the aircraft at FL110. I had a few aircraft coming in from the south and east and was working them. The developmental gave a relief briefing to the incoming CPC (Certified Professional Controller) who probably had 7 or 8 aircraft to work. The developmental had not pointed out Air Taxi X to me before giving the position to the incoming CPC. When I looked back up to the north side of my scope a few minutes later I observed Air Taxi X descending through about FL70. There were no other aircraft in the north half of the LNK Airspace; therefore no reason at that point to stop the aircraft's descent and the CPC was busy right then with several aircraft approaching the OMA final that needed to be controlled. Two things; first; since the aircraft was over another sectors aircraft; during the relief briefing it would be prudent to reinforce to the relieving controller that the aircraft is stopped at FL110 and not pointed out to the other sector; second and most important; proper strip marking. The CPC said that there was a lower altitude written on the strip and the developmental said he wrote the lower altitude in anticipation of descending the aircraft later when it was clear to do so. At the point one is relieved they should ensure that the altitude on the strip matches that which was last assigned or at least verbally tell the relieving controller that the marking is incorrect and what the aircraft is actually doing. Strip marking has become exceeding lax at R90; especially in the last 2 years. I have mentioned this to management on several occasions and am met with the response that they wish we just didn't use strips at all. I am a firm believer in using good strip marking and following the SOP's and 7110.65 strip marking procedures where applicable. The newer generation of controllers are straying away from this and I have now seen 2 instances within the last half year where proper strip marking could have saved a deviation. I have recommended to management and staff several times in the past that a re-emphasis be placed on classroom instruction and floor instruction of proper and complete strip marking; and doing refresher training for those already on the floor that have slipped through the cracks; but nothing has come of it. When I take a position the first thing I have to do is go back and correct all of the incorrect strip marking and verify what the aircraft are really doing; when strips are passed from another sector; it seems I am left to do the same again. It's the only way to ensure that I don't get left holding the bag. This is very unfortunate and time consuming. Years ago; good strip marking was a must and the instructors and the supervisors went through the strips to ensure they were being done correctly and there was occasional refresher training on the subject. Not anymore; handwritten strips are marked incorrectly for approaches and airports are left off the strip. Time is not put on the strip and other details like altitudes and headings are randomly dropped or marked incorrectly. I was taught that if a controller with good strip marking passed out at the scope that whoever jumped in to take over the position would know exactly what was going on based on the strips. This would not be the case today. My recommendation; R90 needs to go back to the basics and reemphasize complete; proper and correct strip marking.

Data retrieved from NASA's ASRS site as of April 2012 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.