Narrative:

A TBM7 had a full data block displayed approaching bhm about 60 NM southwest of bhm. A beacon code was flashing in the data block which happens all of the time when aircraft come over from memphis center to atlanta center. I checked my preprinted strip and observed the aircraft landing bhm so decided not to change the code since the aircraft would be on the ground in a few minutes and needed to concentrate on arrival and control instructions. I took the automated hand off at 110 when I had both a primary target and a beacon slash displayed which was about 10 miles outside my airspace. My flight data person also observed this action and noted I was not going to change the beacon code because he would be landing bhm in a matter of minutes. I waited until the 'aircraft' was in my airspace and issued a descent clearance which the pilot acknowledged. I continued to work arrivals; departures and transitions for my area of responsibility. I also observed the TBM7 had not started his descent so I reissued a descent clearance and gave him direct to the LOM for the landing runway; runway 24 and continued to work my traffic. My flight data person started a relief briefing and advised the relieving controller a point out with atlanta may be needed because the TBM7 did not appear to be descending nor proceeding towards the airport as instructed so I issued a vector towards bhm. It continued northeast bound at 110. At that point; I asked the TBM7 to 'identify'. The aircraft I took an automated hand off on did not flash. Instead; to the south of bhm an 'asterisk' appeared; then a primary target appeared with a beacon slash and I observed the 'identify' near shelby county airport on a heading I assigned at the altitude I assigned. That target was on the appropriate beacon code on the printed IFR arrival strip to bhm. I cleared the TBM7 to the LOM once again for the visual approach to runway 24 and observed his turn to the LOM. I can't remember if I repositioned the data block or tagged it up manually at that point. I advised the supervisor of the situation and told him it appeared there may be an issue with our ARTS. I was in the process of being relieved after about an hour on position so I did my monitor and went back to more thoroughly inform the supervisor of the situation. I explained I was not comfortable at all with the integrity of the ARTS at that point and that a very unsafe situation had just occurred. I point blank told the supervisor I felt I controlled an inappropriately radar identified aircraft. I took radar via automation; in another controllers airspace by both vectoring and descending that aircraft without release of control; knowledge of known traffic and/or MVA's. I would recommend this incident be examined in detail to determine why an enroute aircraft would flash as an automated hand off. It is common for bhm controllers to manually force ARTS hand off's to acquire to the appropriate in-house sector when positions are de-combined when transitioning from memphis center to atlanta center creating additional workload and coordination. I believe the ARTS can be more accurate and user friendly in the work environment at bhm.

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Original NASA ASRS Text

Title: BHM Controller described an inaccurate automated hand off from an adjacent Center; noting airspace and separation criteria may have been compromised during this confused identity event.

Narrative: A TBM7 had a full Data Block displayed approaching BHM about 60 NM southwest of BHM. A beacon code was flashing in the Data Block which happens all of the time when aircraft come over from Memphis Center to Atlanta Center. I checked my preprinted strip and observed the aircraft landing BHM so decided not to change the code since the aircraft would be on the ground in a few minutes and needed to concentrate on arrival and control instructions. I took the automated hand off at 110 when I had both a primary target and a beacon slash displayed which was about 10 miles outside my airspace. My Flight Data person also observed this action and noted I was not going to change the beacon code because he would be landing BHM in a matter of minutes. I waited until the 'aircraft' was in my airspace and issued a descent clearance which the pilot acknowledged. I continued to work arrivals; departures and transitions for my area of responsibility. I also observed the TBM7 had not started his descent so I reissued a descent clearance and gave him direct to the LOM for the landing runway; Runway 24 and continued to work my traffic. My Flight Data person started a relief briefing and advised the relieving controller a point out with Atlanta may be needed because the TBM7 did not appear to be descending nor proceeding towards the airport as instructed so I issued a vector towards BHM. It continued northeast bound at 110. At that point; I asked the TBM7 to 'IDENT'. The aircraft I took an automated Hand Off on did not flash. Instead; to the south of BHM an 'asterisk' appeared; then a primary target appeared with a beacon slash and I observed the 'IDENT' near Shelby County Airport on a heading I assigned at the altitude I assigned. That target was on the appropriate beacon code on the printed IFR arrival strip to BHM. I cleared the TBM7 to the LOM once again for the Visual Approach to Runway 24 and observed his turn to the LOM. I can't remember if I repositioned the Data Block or tagged it up manually at that point. I advised the supervisor of the situation and told him it appeared there may be an issue with our ARTS. I was in the process of being relieved after about an hour on position so I did my monitor and went back to more thoroughly inform the supervisor of the situation. I explained I was not comfortable at all with the integrity of the ARTS at that point and that a very unsafe situation had just occurred. I point blank told the supervisor I felt I controlled an inappropriately RADAR identified aircraft. I took RADAR via automation; in another controllers airspace by both vectoring and descending that aircraft without release of control; knowledge of known traffic and/or MVA's. I would recommend this incident be examined in detail to determine why an EnRoute aircraft would flash as an automated Hand Off. It is common for BHM Controllers to manually force ARTS Hand Off's to acquire to the appropriate in-house sector when positions are de-combined when transitioning from Memphis Center to Atlanta Center creating additional workload and coordination. I believe the ARTS can be more accurate and user friendly in the work environment at BHM.

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.