Narrative:

I was working the radar position at sector 57/58 combined. I had no d-side as no d-side was warranted for the amount of traffic in the sector. Air carrier X; a crj-700; departed from kdab on a heading to the east and was vectored out to the west to intercept the airway at the royes intersection; climbing to 11;000 ft by approach control. A mode C intruder; VFR at 10;500 ft; was in the area of air carrier X. Communications were delivered to me somewhere between 7;000 and 8;000 ft where I issued the local altimeter and an 'expect higher altitude in two minutes' instruction. I then issued a traffic call of the intruder to air carrier X at 12 o'clock; 3 miles. Air carrier X said he had traffic at his 11 o'clock. I then said the traffic was between his eleven and twelve o'clock unverified at 10;500 ft and type unknown; but that was probably him. Air carrier X then seemed to confirm the traffic at 10;500 ft as he repeated the altitude and said; 'we have the traffic.' at this point I felt it was no longer necessary to issue additional traffic calls or information as he said he had the traffic in sight. While a read back was occurring for a different airplane; air carrier X announced he was responding to an RA; but it was not audible to me because he was blocked. He called a second time with announcement of the RA; but it was unknown to me as he was blocked by frequency congestion. Daytona approach called me to ask if I saw the VFR traffic and I confirmed; stating I had already issued the traffic call to air carrier X. When I came off the line; I saw air carrier X at 11;800 ft where I asked him to acknowledge level at 11;000 ft. He said negative. He also stated that he had tried to call 'like 6 times' that he was responding to a TCAS. I advised him to advise when he was complete with his maneuvers and say intentions. He then stated he was complete and through 1-1-thousand-6-hundred for 11;000 ft. After his eventual climb clearance; clear of other IFR traffic; he asked what airspace that guy was in. I asked him to say again as I wasn't quite sure what he had meant and he asked if I was speaking with the VFR traffic. I informed him I was not. He then stated that he would call that a near midair collision and he could 'see him smiling.' this all happened outside of my airspace. I did have radar on air carrier X; but the both aircraft involved in this incident were outside of my stratum. I called the traffic to air carrier X and he acknowledged 'we have the traffic.' I did not issue any control instructions. I feel my response to the situation was appropriate based upon the pilot's acknowledgment of the traffic.

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Original NASA ASRS Text

Title: ZJX Controller described a reported NMAC after one of the aircraft in question acknowledged sighting the subject traffic; but still responded to the TCAS RA commands.

Narrative: I was working the RADAR position at Sector 57/58 combined. I had no D-Side as no D-Side was warranted for the amount of traffic in the sector. Air Carrier X; a CRJ-700; departed from KDAB on a heading to the east and was vectored out to the west to intercept the airway at the ROYES intersection; climbing to 11;000 FT by Approach Control. A mode C intruder; VFR at 10;500 FT; was in the area of Air Carrier X. Communications were delivered to me somewhere between 7;000 and 8;000 FT where I issued the local altimeter and an 'expect higher altitude in two minutes' instruction. I then issued a traffic call of the intruder to Air Carrier X at 12 o'clock; 3 miles. Air Carrier X said he had traffic at his 11 o'clock. I then said the traffic was between his eleven and twelve o'clock unverified at 10;500 FT and type unknown; but that was probably him. Air Carrier X then seemed to confirm the traffic at 10;500 FT as he repeated the altitude and said; 'We have the Traffic.' At this point I felt it was no longer necessary to issue additional traffic calls or information as he said he had the traffic in sight. While a read back was occurring for a different airplane; Air Carrier X announced he was responding to an RA; but it was not audible to me because he was blocked. He called a second time with announcement of the RA; but it was unknown to me as he was blocked by frequency congestion. Daytona Approach called me to ask if I saw the VFR traffic and I confirmed; stating I had already issued the traffic call to Air Carrier X. When I came off the line; I saw Air Carrier X at 11;800 FT where I asked him to acknowledge level at 11;000 FT. He said negative. He also stated that he had tried to call 'like 6 times' that he was responding to a TCAS. I advised him to advise when he was complete with his maneuvers and say intentions. He then stated he was complete and through 1-1-thousand-6-hundred for 11;000 FT. After his eventual climb clearance; clear of other IFR traffic; he asked what airspace that guy was in. I asked him to say again as I wasn't quite sure what he had meant and he asked if I was speaking with the VFR traffic. I informed him I was not. He then stated that he would call that a NMAC and he could 'see him smiling.' This all happened outside of my airspace. I did have RADAR on Air Carrier X; but the both aircraft involved in this incident were outside of my stratum. I called the traffic to Air Carrier X and he acknowledged 'we have the traffic.' I did not issue any control instructions. I feel my response to the situation was appropriate based upon the pilot's acknowledgment of the traffic.

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.