Narrative:

I was working a high altitude sector (FL240-FL330) west of atlanta. This sector handles atlanta departures wbound, plus a large mix of aircraft overflying the vuz VORTAC (vulcan, birmingham), a major VORTAC in the sector. A CRJ2 was wbound to dfw at FL310. Approximately 70 mi west of atlanta, I noticed that air carrier X mode C indicated FL317, at which that same moment, the pilot said he was responding to a TCASII RA for traffic at FL310 and he was climbing to FL325. I was moderately busy with about 15 or more aircraft on frequency. I took a moment to view the traffic near air carrier X. At about air carrier X's 1-2 O'clock position and 7-8 mi, there was an A10 at FL270 eastbound, level. At about air carrier X's 10 O'clock position, 6 or 7 mi, there was an MD80 level at FL330. These were the only airplanes nearest to air carrier X when he responded to the RA. However, as a result of air carrier X climbing to FL325, he now had traffic at 12 O'clock position at FL330 head-on, closing rapidly, on 13 mi away. I told air carrier X there was no traffic at FL310 and told him of the traffic at FL330. The pilot stated he would descend to FL310. The closure rate was too fast and I ended up turning both air carrier X and the other aircraft more than 70 degrees. The turns diminished the closure rate and air carrier X reached FL310 about 6 mi from other aircraft. Although separation was not lost, excessive turns were required in order to prevent that loss of separation.

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Original NASA ASRS Text

Title: ZTL RELATES ACTIONS REQUIRED TO SEPARATE A CARJ FROM OPPOSITE DIRECTION TFC AFTER CARJ EXECUTES A TCASII CLB APPARENTLY CAUSED FROM A FALSE ALERT.

Narrative: I WAS WORKING A HIGH ALT SECTOR (FL240-FL330) W OF ATLANTA. THIS SECTOR HANDLES ATLANTA DEPS WBOUND, PLUS A LARGE MIX OF ACFT OVERFLYING THE VUZ VORTAC (VULCAN, BIRMINGHAM), A MAJOR VORTAC IN THE SECTOR. A CRJ2 WAS WBOUND TO DFW AT FL310. APPROX 70 MI W OF ATLANTA, I NOTICED THAT ACR X MODE C INDICATED FL317, AT WHICH THAT SAME MOMENT, THE PLT SAID HE WAS RESPONDING TO A TCASII RA FOR TFC AT FL310 AND HE WAS CLBING TO FL325. I WAS MODERATELY BUSY WITH ABOUT 15 OR MORE ACFT ON FREQ. I TOOK A MOMENT TO VIEW THE TFC NEAR ACR X. AT ABOUT ACR X'S 1-2 O'CLOCK POS AND 7-8 MI, THERE WAS AN A10 AT FL270 EBOUND, LEVEL. AT ABOUT ACR X'S 10 O'CLOCK POS, 6 OR 7 MI, THERE WAS AN MD80 LEVEL AT FL330. THESE WERE THE ONLY AIRPLANES NEAREST TO ACR X WHEN HE RESPONDED TO THE RA. HOWEVER, AS A RESULT OF ACR X CLBING TO FL325, HE NOW HAD TFC AT 12 O'CLOCK POS AT FL330 HEAD-ON, CLOSING RAPIDLY, ON 13 MI AWAY. I TOLD ACR X THERE WAS NO TFC AT FL310 AND TOLD HIM OF THE TFC AT FL330. THE PLT STATED HE WOULD DSND TO FL310. THE CLOSURE RATE WAS TOO FAST AND I ENDED UP TURNING BOTH ACR X AND THE OTHER ACFT MORE THAN 70 DEGS. THE TURNS DIMINISHED THE CLOSURE RATE AND ACR X REACHED FL310 ABOUT 6 MI FROM OTHER ACFT. ALTHOUGH SEPARATION WAS NOT LOST, EXCESSIVE TURNS WERE REQUIRED IN ORDER TO PREVENT THAT LOSS OF SEPARATION.

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.