Large Transport
Air Traffic Control Fully Certified
Communication Breakdown; Confusion
ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Separated Traffic
Human Factors; Procedure
A large transport; [Aircraft X]; was handed off level at 14;000 for traffic southwest bound level at 15;000. The traffic level at 15;000 was a small aircraft; [Aircraft Y]; which had to land CAE. The departing large transport should have been climbing to FL230 southbound. The Radar Controller in my opinion took action to late to descend the aircraft once he was in my airspace. The Radar Controller eventually descended the small aircraft through the altitude of the large transport. Before the two aircraft lost separation the Radar Controller requested 'the [large transport] [turn] 30 degrees right and climb him to 16;000). The Radar requested that we (training D-Side) not take the handoff on the large transport. The large transport turning 30 [degrees] right and climbing to 16;000 I believe was what the Controller was counting on for the separation. If the R72 Controller had turned the [small aircraft] south to a 180 heading it would have solved the problem. The large transport was issued 16;000 by Locas (ZTL T30); the pilot climbed through 16;000 and lost separation with [a small transport; Aircraft Z]. However the large transport pilot did report level before separation was lost.The Controller at R72 is a veteran controller. However after years of only working radar or D-Side for 16 hours a month because of assigned details it has diminished his skill level.
I was working R72 for about an hour; traffic was busier than normal and 'Master's Procedures;' were in effect. ZTL T31 handed me [a small transport]; Aircraft Z; southeast bound at FL170 and T30 handed me a CAE lander Aircraft Y; a [small aircraft]; southwest bound at FL150; about a minute later; T30 flashes Aircraft X; [a large transport]; at FL140 this aircraft is at the top of Charlotte Approach airspace. I told my D-Side not to take handoff until we coordinated. I seized the line and T30 said 'what you want me do with the aircraft?' I instructed him to turn 30 right and climb to FL160. I wanted to turn the jet to the west where there was no traffic and get him climbing to FL230 so I could handoff to high sector. When I got off the line I immediately descended Aircraft Y to FL110 (this aircraft was very close to airport and needed descent). I waited for Aircraft X to check-in; but he did not. Moments later; conflict alert activated between Aircraft Y and Aircraft X; apparently we didn't accept the handoff soon enough. The D-Side than called T30 to see if the aircraft was given the climb; the Mode-C was indicating FL140. Moments later Aircraft X Mode C indicated FL167 so I immediately turn Aircraft Z to heading 180 and descend to FL130. T30 then calls D-Side and says Aircraft X is level at FL160 and then Aircraft X checks in and reports level at FL160. I immediately instruct Aircraft Z to maintain FL170. The FLM told me after being relieved that Aircraft X climbed due to pilot deviation. He questioned why we never took the hand off in a timely manner. I think I was busy trying to separate aircraft and didn't take handoff after hanging up with T30 Controller. From watching FALCON it seems like it took a while before Aircraft X turns westerly.Many things could have happened here that most certainly would have had a better outcome. Having a jet; who normally would be climbing to FL230 stopped underneath a prop landing in 25 miles is at a minimum poor technique. After further consideration; realizing that Aircraft X has many turns climbing out on departure. I should have assigned a heading perhaps 230 instead of 30 right.
Three ZJX ARTCC controllers describe separation loss due to communication problem between controllers during a descent of one aircraft near their landing airport and the climb out of a departure.