Narrative:

I was signed on the kansas city approach control east radar handoff position. The kansas city approach east radar controller was working the east arrs and departures in a rush period. Air carrier X departed runway 09 at kansas city international airport on a heading 060 degrees climbing to 6000' MSL. He called just off the end of the runway climbing through 2000' MSL to 6000' MSL heading 060 degrees. Air carrier X had not started an ARTS track at this time. The radar controller told air carrier X radar contact maintain 6000' MSL. We were both very busy and never noticed that air carrier X never started an ARTS track. The local controller forgot to call east radar controller or handoff position to verify we had radar contact on air carrier X. A few mins later air carrier X called and advised he was level at 6000' MSL. The controller could not find the aircraft on the radar scope and asked his position. Air carrier X advised he was still heading 060 degrees and approximately 31 DME of the air carrier X advised he was still heading 060 degrees and approximately 31 DME of the mkc VOR. The controller advised him to recycle his transponder to the code on the strip. I was in contact with kansas city ARTCC, advising them we believed that air carrier X level 6000' MSL was in their sector. The controller advised air carrier X he still didn't have his transponder and to try his second transponder on the code. The second transponder worked and the controller established radar contact approximately 45 DME of the mkc VOR, on the 055 degree right. This position is approximately 20 mi inside of kansas city ARTCC sector 40 airspace. Kansas city ARTCC advised he had radar contact on air carrier X at 6000' MSL. We advised air carrier X to contact kansas city ARTCC. No evasive action was taken. Factors and situations: 1) too much traffic for 1 controller. 2) too much airspace to put a controller attention on under these conditions. 3) east position should have been split into departure and arrs. 4) procedures and training to handle this vol of traffic. 5) if we don't have the controllers to work this much traffic, get them. 6) kansas city international traffic is building up very fast and we don't have any better procedures or action plan to handle this workload. Suggestions: 1) more controllers for more positions. 2) supervisors in charge have better control of the situation. 3) the supervisor that should have been on the floor was at the supervisor's desk since he was the only one there.

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Original NASA ASRS Text

Title: ACFT PENETRATED ADJACENT FAC AIRSPACE WITHOUT A HANDOFF.

Narrative: I WAS SIGNED ON THE KANSAS CITY APCH CTL E RADAR HDOF POS. THE KANSAS CITY APCH E RADAR CTLR WAS WORKING THE E ARRS AND DEPS IN A RUSH PERIOD. ACR X DEPARTED RWY 09 AT KANSAS CITY INTL ARPT ON A HDG 060 DEGS CLBING TO 6000' MSL. HE CALLED JUST OFF THE END OF THE RWY CLBING THROUGH 2000' MSL TO 6000' MSL HDG 060 DEGS. ACR X HAD NOT STARTED AN ARTS TRACK AT THIS TIME. THE RADAR CTLR TOLD ACR X RADAR CONTACT MAINTAIN 6000' MSL. WE WERE BOTH VERY BUSY AND NEVER NOTICED THAT ACR X NEVER STARTED AN ARTS TRACK. THE LCL CTLR FORGOT TO CALL E RADAR CTLR OR HDOF POS TO VERIFY WE HAD RADAR CONTACT ON ACR X. A FEW MINS LATER ACR X CALLED AND ADVISED HE WAS LEVEL AT 6000' MSL. THE CTLR COULD NOT FIND THE ACFT ON THE RADAR SCOPE AND ASKED HIS POS. ACR X ADVISED HE WAS STILL HDG 060 DEGS AND APPROX 31 DME OF THE ACR X ADVISED HE WAS STILL HDG 060 DEGS AND APPROX 31 DME OF THE MKC VOR. THE CTLR ADVISED HIM TO RECYCLE HIS XPONDER TO THE CODE ON THE STRIP. I WAS IN CONTACT WITH KANSAS CITY ARTCC, ADVISING THEM WE BELIEVED THAT ACR X LEVEL 6000' MSL WAS IN THEIR SECTOR. THE CTLR ADVISED ACR X HE STILL DIDN'T HAVE HIS XPONDER AND TO TRY HIS SECOND XPONDER ON THE CODE. THE SECOND XPONDER WORKED AND THE CTLR ESTABLISHED RADAR CONTACT APPROX 45 DME OF THE MKC VOR, ON THE 055 DEG R. THIS POS IS APPROX 20 MI INSIDE OF KANSAS CITY ARTCC SECTOR 40 AIRSPACE. KANSAS CITY ARTCC ADVISED HE HAD RADAR CONTACT ON ACR X AT 6000' MSL. WE ADVISED ACR X TO CONTACT KANSAS CITY ARTCC. NO EVASIVE ACTION WAS TAKEN. FACTORS AND SITUATIONS: 1) TOO MUCH TFC FOR 1 CTLR. 2) TOO MUCH AIRSPACE TO PUT A CTLR ATTN ON UNDER THESE CONDITIONS. 3) E POS SHOULD HAVE BEEN SPLIT INTO DEP AND ARRS. 4) PROCS AND TRNING TO HANDLE THIS VOL OF TFC. 5) IF WE DON'T HAVE THE CTLRS TO WORK THIS MUCH TFC, GET THEM. 6) KANSAS CITY INTL TFC IS BUILDING UP VERY FAST AND WE DON'T HAVE ANY BETTER PROCS OR ACTION PLAN TO HANDLE THIS WORKLOAD. SUGGESTIONS: 1) MORE CTLRS FOR MORE POSITIONS. 2) SUPVRS IN CHARGE HAVE BETTER CTL OF THE SITUATION. 3) THE SUPVR THAT SHOULD HAVE BEEN ON THE FLOOR WAS AT THE SUPVR'S DESK SINCE HE WAS THE ONLY ONE THERE.

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.