Narrative:

A C501 checked on level FL320 requesting FL330 heading southeast bound. An air carrier was level at FL340 heading northwest bound. After clearing other traffic; my trainee cleared the C501 to climb and maintain FL330; the pilot acknowledged the clearance and verified FL330. The C501's target showed level FL330 for 2 updates and then his mode C reported FL334 the next hit. The air carrier and the C501 were within 15 miles and closing at approximately 900 KTS head on. Conflict alert went off as soon as the aircraft left FL330 and my trainee asked the pilot to verify his assigned altitude of FL330 and the pilot responded 'FL330'. At this point I overrode my trainee and told the C501 to descend to FL330 and turn right 90 degrees; he acknowledged the turn and reconfirmed the altitude of FL330; the C501's target was now reporting FL337; I then instructed the air carrier to turn right 90 degrees immediately. At the point of the clearances the aircraft were within 8 miles of each other head on and closing rapidly. The C501 hit inside the 'J ball' but his transponder showed FL330 from FL337. The 90 degree turns probably weren't going to provide 5 miles of separation but were to ensure the aircraft did not hit each other. The C501 then descended through FL330 and down to FL320 and was again asked to maintain FL330 to which the pilot acknowledge and said FL330. I yelled over to the sector that owned FL320 and made sure they were aware of this aircraft in their airspace. Once clear of each other air carrier was cleared back on course to which he respond with a 'thank you and great job chicago' and the C501 was given ZAU phone number to call for a possible pilot deviation. Recommendation; pilots need to be held to the same standards as controllers for deviations and must remain aware of their position at all times. As a controller it is necessary to stay alert even when it is slow and all clearances are safe because the unexpected can and will probably happen at some point.

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Original NASA ASRS Text

Title: ZAU Controller providing OJT described a developing conflict event with opposite direction traffic when one aircraft assigned F330 indicated a climb; the reporter issued an immediate turn to each aircraft.

Narrative: A C501 checked on level FL320 requesting FL330 heading southeast bound. An Air Carrier was level at FL340 heading northwest bound. After clearing other traffic; my trainee cleared the C501 to climb and maintain FL330; the pilot acknowledged the clearance and verified FL330. The C501's target showed level FL330 for 2 updates and then his Mode C reported FL334 the next hit. The Air Carrier and the C501 were within 15 miles and closing at approximately 900 KTS head on. Conflict Alert went off as soon as the aircraft left FL330 and my trainee asked the pilot to verify his assigned altitude of FL330 and the pilot responded 'FL330'. At this point I overrode my trainee and told the C501 to descend to FL330 and turn right 90 degrees; he acknowledged the turn and reconfirmed the altitude of FL330; the C501's target was now reporting FL337; I then instructed the Air Carrier to turn right 90 degrees immediately. At the point of the clearances the aircraft were within 8 miles of each other head on and closing rapidly. The C501 hit inside the 'J Ball' but his transponder showed FL330 from FL337. The 90 degree turns probably weren't going to provide 5 miles of separation but were to ensure the aircraft did not hit each other. The C501 then descended through FL330 and down to FL320 and was again asked to maintain FL330 to which the pilot acknowledge and said FL330. I yelled over to the sector that owned FL320 and made sure they were aware of this aircraft in their airspace. Once clear of each other Air Carrier was cleared back on course to which he respond with a 'Thank You and Great Job Chicago' and the C501 was given ZAU phone number to call for a possible pilot deviation. Recommendation; pilots need to be held to the same standards as controllers for deviations and must remain aware of their position at all times. As a controller it is necessary to stay alert even when it is slow and all clearances are safe because the unexpected can and will probably happen at some point.

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.