Operational error between air carrier X and military Y in MOA.

Attributes
ACN	291223
Time
Date	199412
Day	Mon
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : crp
State Reference	TX
Altitude	msl bound lower : 9500 msl bound upper : 9500
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zhu tower : mci
Operator	common carrier : air carrier
Make Model Name	ATR 72
Operating Under FAR Part	Part 121
Navigation In Use	Other
Flight Phase	descent other
Route In Use	enroute : on vectors enroute : direct
Flight Plan	IFR
Aircraft 2
Operator	other
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Operating Under FAR Part	other : other
Flight Phase	descent other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 210 flight time total : 5000 flight time type : 650
ASRS Report	291223
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	conflict : airborne less severe non adherence : required legal separation non adherence : published procedure
Independent Detector	other controllera
Resolutory Action	other
Consequence	Other
Supplementary
Primary Problem	ATC Human Performance
Air Traffic Incident	Operational Error

Narrative:

Part 121 flight from dfw to crp. ZHU earlier cleared us via 174 degree radial from waco VOR to when able direct crp VOR. Approximately 20 mins later ATC advised that for traffic we were to turn 20 degrees east or descend to 8000 ft from 12000 ft. We responded to on course down to 8000 ft. ATC acknowledged. We began a 500 FPM descent. During this, ZHU was controling other aircraft as well as military flts. Suddenly as our altitude was 9500 ft MSL, ATC called 2 times to a military flight (military was on UHF) to stop their descent. Then called our flight to 'immediately' turn to 090 degree and rapid descent to 8000 ft. We complied as soon as possible. Upon reaching 8000 ft we were cleared on course. We were not given any crossing restr for 8000 ft. We're near an MOA. I believe to controller realized late that our flight and a military flight would be a conflict. And ZHU not getting a timely response from the military flight gave us the resulting hurried clearance. We saw no military aircraft and our TCASII issued no RA or TA. So we don't know how severe this was. But the controller was frantic when he gave us this evasive action. I believe controller workload to civil and military aircraft on separate frequency was contributing.

Original NASA ASRS Text

Title: OPERROR BTWN ACR X AND MIL Y IN MOA.

Narrative: PART 121 FLT FROM DFW TO CRP. ZHU EARLIER CLRED US VIA 174 DEG RADIAL FROM WACO VOR TO WHEN ABLE DIRECT CRP VOR. APPROX 20 MINS LATER ATC ADVISED THAT FOR TFC WE WERE TO TURN 20 DEGS E OR DSND TO 8000 FT FROM 12000 FT. WE RESPONDED TO ON COURSE DOWN TO 8000 FT. ATC ACKNOWLEDGED. WE BEGAN A 500 FPM DSCNT. DURING THIS, ZHU WAS CTLING OTHER ACFT AS WELL AS MIL FLTS. SUDDENLY AS OUR ALT WAS 9500 FT MSL, ATC CALLED 2 TIMES TO A MIL FLT (MIL WAS ON UHF) TO STOP THEIR DSCNT. THEN CALLED OUR FLT TO 'IMMEDIATELY' TURN TO 090 DEG AND RAPID DSCNT TO 8000 FT. WE COMPLIED ASAP. UPON REACHING 8000 FT WE WERE CLRED ON COURSE. WE WERE NOT GIVEN ANY XING RESTR FOR 8000 FT. WE'RE NEAR AN MOA. I BELIEVE TO CTLR REALIZED LATE THAT OUR FLT AND A MIL FLT WOULD BE A CONFLICT. AND ZHU NOT GETTING A TIMELY RESPONSE FROM THE MIL FLT GAVE US THE RESULTING HURRIED CLRNC. WE SAW NO MIL ACFT AND OUR TCASII ISSUED NO RA OR TA. SO WE DON'T KNOW HOW SEVERE THIS WAS. BUT THE CTLR WAS FRANTIC WHEN HE GAVE US THIS EVASIVE ACTION. I BELIEVE CTLR WORKLOAD TO CIVIL AND MIL ACFT ON SEPARATE FREQ WAS CONTRIBUTING.

Data retrieved from NASA's ASRS site as of July 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.