Miscom, flight crew ATC.

Attributes
ACN	311330
Time
Date	199507
Day	Tue
Local Time Of Day	0601 To 1200
Place
Locale Reference	atc facility : dqn
State Reference	OH
Altitude	msl bound lower : 15000 msl bound upper : 15000
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : sna
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 135
Flight Phase	cruise other
Route In Use	enroute airway : zid
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : cfi
Experience	flight time last 90 days : 110 flight time total : 5800 flight time type : 2800
ASRS Report	311330
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument
Events
Anomaly	inflight encounter : weather non adherence : published procedure
Independent Detector	other controllera
Resolutory Action	none taken : detected after the fact
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation Intra Facility Coordination Failure

Narrative:

Departure cvg bound for dtw on the mizar arrival. There was a line of heavy WX along our route, so we had to deviate to the west. ATC asked us if we could maintain 220-230 KTS, we advised him negative, only about 175-180 KTS is all we could do. I was PF at the time, but gave the aircraft to my first officer so that I could talk to our dispatch (about WX). I then told first officer to maintain 175 KTS or greater and 15000 ft. I then went off frequency to our dispatch. Upon my return to the center frequency, I found that the center controller was yelling at us about our airspeed and to next time advise him if we couldn't maintain 220-230 KTS. My first officer also, apparently, was not using our call sign properly, example, instead of flight X he was just saying, yes, or ok, or roger. I guess he did this 2 or 3 times while I was away. This made the controller angry, which I understand. We also had a frequency change while I was away and the next controller, who was the one who got angry, perhaps was not advised by the previous controller about our (only able 175-180 KT) airspeed. My first officer should have stated our airspeed to him and also should have used the proper radio calls. I don't think he will do this again. I shouldn't put myself out of the total loop when deviation is occurring. I won't do that again.

Original NASA ASRS Text

Title: MISCOM, FLC ATC.

Narrative: DEP CVG BOUND FOR DTW ON THE MIZAR ARR. THERE WAS A LINE OF HVY WX ALONG OUR RTE, SO WE HAD TO DEVIATE TO THE W. ATC ASKED US IF WE COULD MAINTAIN 220-230 KTS, WE ADVISED HIM NEGATIVE, ONLY ABOUT 175-180 KTS IS ALL WE COULD DO. I WAS PF AT THE TIME, BUT GAVE THE ACFT TO MY FO SO THAT I COULD TALK TO OUR DISPATCH (ABOUT WX). I THEN TOLD FO TO MAINTAIN 175 KTS OR GREATER AND 15000 FT. I THEN WENT OFF FREQ TO OUR DISPATCH. UPON MY RETURN TO THE CTR FREQ, I FOUND THAT THE CTR CTLR WAS YELLING AT US ABOUT OUR AIRSPD AND TO NEXT TIME ADVISE HIM IF WE COULDN'T MAINTAIN 220-230 KTS. MY FO ALSO, APPARENTLY, WAS NOT USING OUR CALL SIGN PROPERLY, EXAMPLE, INSTEAD OF FLT X HE WAS JUST SAYING, YES, OR OK, OR ROGER. I GUESS HE DID THIS 2 OR 3 TIMES WHILE I WAS AWAY. THIS MADE THE CTLR ANGRY, WHICH I UNDERSTAND. WE ALSO HAD A FREQ CHANGE WHILE I WAS AWAY AND THE NEXT CTLR, WHO WAS THE ONE WHO GOT ANGRY, PERHAPS WAS NOT ADVISED BY THE PREVIOUS CTLR ABOUT OUR (ONLY ABLE 175-180 KT) AIRSPD. MY FO SHOULD HAVE STATED OUR AIRSPD TO HIM AND ALSO SHOULD HAVE USED THE PROPER RADIO CALLS. I DON'T THINK HE WILL DO THIS AGAIN. I SHOULDN'T PUT MYSELF OUT OF THE TOTAL LOOP WHEN DEV IS OCCURRING. I WON'T DO THAT AGAIN.

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.