ZID controller experienced loss of separation with an en route and climbing aircraft at FL300.

Attributes
ACN	601053
Time
Date	200311
Day	Sun
Local Time Of Day	1201 To 1800
Place
Locale Reference	navaid : vhp.vortac
State Reference	IN
Altitude	msl single value : 30000
Environment
Flight Conditions	VMC
Light	Dusk
Aircraft 1
Controlling Facilities	artcc : zid.artcc
Operator	common carrier : air carrier
Make Model Name	Regional Jet CL65, Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	climbout : intermediate altitude
Route In Use	departure : on vectors
Flight Plan	IFR
Aircraft 2
Controlling Facilities	artcc : zid.artcc
Operator	common carrier : air carrier
Make Model Name	B757 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	descent : intermediate altitude
Route In Use	arrival : on vectors
Flight Plan	IFR
Person 1
Affiliation	government : faa
Function	controller : radar
Qualification	controller : radar
Experience	controller time certified in position1 : 11 controller time certified in position2 : 11 flight time total : 560
ASRS Report	601053
Person 2
Affiliation	government : faa
Function	controller : radar
Qualification	controller : developmental
Experience	controller military : 6 controller radar : 9 controller time certified in position1 : 4
ASRS Report	602272
Events
Anomaly	conflict : airborne less severe non adherence : required legal separation
Independent Detector	atc equipment : conflict alert other controllera other controllerb
Resolutory Action	controller : issued new clearance
Consequence	faa : investigated
Miss Distance	horizontal : 18000 vertical : 1600
Supplementary
Problem Areas	Environmental Factor Weather ATC Human Performance
Primary Problem	ATC Human Performance
Air Traffic Incident	Operational Error

Narrative:

Aircraft #1 was sbound climbing to FL330. Aircraft #2 was northbound level at FL310. I initially turned aircraft #1 southeast on course, but didn't realize aircraft #2 was there (heavy traffic with data block overlap played a part in this). I realized aircraft #2 was a factor before conflict alert activated and attempted to turn both and descend aircraft #2. I had to wait a short time to descend aircraft #2 because of traffic at FL290. Also, I didn't realize that the upper winds were as strong as they were, which resulted in aircraft #1 picking up speed and the turns not being as effective as I had hoped. Aircraft #2 arrived on my frequency prior to my accepting the radar handoff which, I believe, compromised my normal scan for that aircraft. I also believe that had I fully appreciated the direction and speed of the winds, I would have used more degrees of turn to save lateral separation.

Original NASA ASRS Text

Title: ZID CTLR EXPERIENCED LOSS OF SEPARATION WITH AN ENRTE AND CLBING ACFT AT FL300.

Narrative: ACFT #1 WAS SBOUND CLBING TO FL330. ACFT #2 WAS NBOUND LEVEL AT FL310. I INITIALLY TURNED ACFT #1 SE ON COURSE, BUT DIDN'T REALIZE ACFT #2 WAS THERE (HVY TFC WITH DATA BLOCK OVERLAP PLAYED A PART IN THIS). I REALIZED ACFT #2 WAS A FACTOR BEFORE CONFLICT ALERT ACTIVATED AND ATTEMPTED TO TURN BOTH AND DSND ACFT #2. I HAD TO WAIT A SHORT TIME TO DSND ACFT #2 BECAUSE OF TFC AT FL290. ALSO, I DIDN'T REALIZE THAT THE UPPER WINDS WERE AS STRONG AS THEY WERE, WHICH RESULTED IN ACFT #1 PICKING UP SPD AND THE TURNS NOT BEING AS EFFECTIVE AS I HAD HOPED. ACFT #2 ARRIVED ON MY FREQ PRIOR TO MY ACCEPTING THE RADAR HDOF WHICH, I BELIEVE, COMPROMISED MY NORMAL SCAN FOR THAT ACFT. I ALSO BELIEVE THAT HAD I FULLY APPRECIATED THE DIRECTION AND SPD OF THE WINDS, I WOULD HAVE USED MORE DEGREES OF TURN TO SAVE LATERAL 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.