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U90 controller chronicles loss of separation at 9000 ft as air carrier's direction of turn was opposite from clearance.
| Attributes | |
| ACN | 639465 |
| Time | |
| Date | 200412 |
| Day | Wed |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | navaid : tus.vortac |
| State Reference | AZ |
| Altitude | msl single value : 9000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Dusk |
| Aircraft 1 | |
| Operator | common carrier : air carrier |
| Make Model Name | B737 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Flight Phase | climbout : intermediate altitude |
| Flight Plan | IFR |
| Aircraft 2 | |
| Controlling Facilities | tracon : u90.tracon |
| Operator | other |
| Make Model Name | Thunderbolt II (Warthog A-10) |
| Operating Under FAR Part | Part 91 |
| Flight Phase | descent : intermediate altitude |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | government : faa |
| Function | controller : approach |
| Qualification | controller : radar |
| Experience | controller radar : 9 controller time certified in position1 : 1 |
| ASRS Report | 639465 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Events | |
| Anomaly | conflict : airborne critical other spatial deviation |
| Independent Detector | atc equipment : conflict alert aircraft equipment : tcas other controllera |
| Resolutory Action | controller : issued alert flight crew : took evasive action |
| Consequence | faa : investigated |
| Miss Distance | horizontal : 3000 vertical : 300 |
| Supplementary | |
| Problem Areas | Flight Crew Human Performance ATC Human Performance |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
Air carrier X was idented and given left turn leaving 5000 ft, heading 030 degrees. Aircraft Y was on davis recovery tus runways 24 level at 9000 ft. When I observed that airspeed was going to cause the A10's to overtake air carrier X, I called traffic to air carrier X at 8 O'clock position, 4.5 mi. I then turned air carrier X to 050 degrees. I then called traffic at 8 O'clock position, 3.5 mi (the #2 A10 was actually another mi away). I then observed air carrier X turning into the A10 instead of away, as I had instructed. The conflict alert went off and I advised air carrier X when he had climbed through 9000 ft that the A10 was now below him. Approximately 10 mi later, air carrier X apologized for overshooting his heading and stated that he was in the middle of an RA at the time.
Original NASA ASRS Text
Title: U90 CTLR CHRONICLES LOSS OF SEPARATION AT 9000 FT AS ACR'S DIRECTION OF TURN WAS OPPOSITE FROM CLRNC.
Narrative: ACR X WAS IDENTED AND GIVEN L TURN LEAVING 5000 FT, HDG 030 DEGS. ACFT Y WAS ON DAVIS RECOVERY TUS RWYS 24 LEVEL AT 9000 FT. WHEN I OBSERVED THAT AIRSPD WAS GOING TO CAUSE THE A10'S TO OVERTAKE ACR X, I CALLED TFC TO ACR X AT 8 O'CLOCK POS, 4.5 MI. I THEN TURNED ACR X TO 050 DEGS. I THEN CALLED TFC AT 8 O'CLOCK POS, 3.5 MI (THE #2 A10 WAS ACTUALLY ANOTHER MI AWAY). I THEN OBSERVED ACR X TURNING INTO THE A10 INSTEAD OF AWAY, AS I HAD INSTRUCTED. THE CONFLICT ALERT WENT OFF AND I ADVISED ACR X WHEN HE HAD CLBED THROUGH 9000 FT THAT THE A10 WAS NOW BELOW HIM. APPROX 10 MI LATER, ACR X APOLOGIZED FOR OVERSHOOTING HIS HDG AND STATED THAT HE WAS IN THE MIDDLE OF AN RA AT THE TIME.
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.