Challenger Jet Undifferentiated or Other Model
Air Traffic Control Fully Certified
Communication Breakdown
ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Human Factors; Procedure
I worked Aircraft X and climbed him to FL340 and handed him off to Sector 97. Sector 97 climbed the aircraft to FL360. This was a CL60 and I had done the math and this aircraft would be out of my airspace before my boundary; therefore I did not point the aircraft out to Sector 78. I then noticed a limited data block at FL350 that was head on with Aircraft X. I then called Sector 97 to make sure they see that traffic; and Sector 97 said they were not talking to Aircraft X; and that they switched the aircraft to Sector 98. I then called Sector 98 and told the Radar Controller that if he needed to stop the aircraft at FL340 this was approved with APE. I then pointed out the aircraft to Sector 78 stopping at FL340. Aircraft X kept climbing through FL340; I then call Sector 98 again and asked him if he was talking to Aircraft X; and he was not sure. I believe the Radar Controller at Sector 98 thought I was talking to Aircraft X and that I was stopping him at FL340. Aircraft Y was at FL350; and Sector 97 turned and climbed this aircraft; but there was a TCAS event as well. I saw the limited data block and saw the traffic and was trying; above and beyond to make sure the sectors around me saw the traffic as well. There was confusion in our communication; and Sector 98 did not know he was talking to the aircraft. I believe that this event could have been stopped if Sector 97 had done the point out with Sector 78 before switching the aircraft to Sector 98.
We were cleared to climb to FL360 while approximately 50 miles west of APE VOR. Climbing through FL350 we received a TA with traffic at about 10 miles off our nose at the same altitude. This warning was quickly followed by RA with 'climb command'. We increased our climb rate conforming to TCAS command and informed Indy Center. The controller quickly came on frequency telling to descend. I picked up the E-170/190 visually ahead and to our left. It appeared to be turning away from us. After we were clear of traffic Indy Center said that he did not think that we were on his frequency. We replied that we had checked in out of FL340 for FL360. The other aircraft must have been on a different frequency as we never heard from them. We briefed our passengers who were obviously excited. Our clearance was back on course to maintain FL350.
Two Center Controllers and a Challenger Captain describe events leading up to a TCAS RA at FL350.