Large Transport; Low Wing; 2 Turbojet Eng
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 2.2
Confusion; Communication Breakdown; Distraction
ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance
Equipment / Tooling; Human Factors; Company Policy
I was working west departure and north satellite combined at west departure. Throughout the day aircraft heading westbound had been shipped to the wrong Departure frequency consistently 6-7 times in a row from the Tower even after the Tower was told to use 135.27 for the Mykie/Noony departures. Around this time was when I called the Supervisor over to talk to them to tell the Tower to use the right frequency. While I was discussing this with the Supervisor; Aircraft X departed ORD with a check in climbing to 10;000. Because I was talking with the Supervisor I failed to hear the altitude climbing too; but heard the altitude leaving. After I was done talking with the Supervisor; I called Aircraft X radar contact. I was talking to a few other aircraft at the time; when I noticed that Aircraft X was climbing out of 8;500 FT. I immediately asked Aircraft X the altitude climbing to and the pilot responded with 10;000 FT via the SID departure. He then asked what altitude the aircraft should be at and I responded with 5;000. At that point I realized that a mile southwest of his position was an ORD arrival heading westbound descending out of 7;700 for 7;000. This in my opinion was the most dangerous part of the incident because had either aircraft been delayed by another 30 seconds; the situation could have been catastrophic. Upon further talking to the pilot; he informed me that on the SID he was confused and thought they were to climb to 10;000. I asked the pilot what he was issued on the ground and he said 10;000 from his electronic flight plan. The main item that has changed is the Controller is no longer issuing an initial altitude on departure like they used to. They feel that everything is automated and that the less they need to do the better. In my opinion the automation and the issued clearance need to be changed. At some point a Controller (aka actual person) needs to issue the pilot 5;000 on departure with the Local Controller or on initial check in with the Departure Controller.
We had been flying previous 3 days with very early pick-ups and wake-up times. My First Officer is a new hire; and therefore; we had been briefing all procedures and checklist in more detail. On the morning of the event the aircraft had been sitting on the ramp and un-powered; which causes the ALT window to automatically reset itself to 10;000 as a default. We had discussed the IFR weather; storms and having the flight attendant seated throughout the departure and climb; also; the new company procedures on single engine taxi. When the departure briefing was given we both briefed our respective parts including my non-pilot flying role; and the Departure Clearance. Unfortunately; we both failed to focus on the ALT window and accepted 10;000 as the climb to altitude. Everything went according to plan until we were questioned by ATC at 8;500 as to what ALT we were climbing to. My response was 8;500 for 10;000; what ALT do we need to be at? The Controller responded with a further climb to 15;000 and direct to clearance.
Pilot calls into Controller; but Controller does not hear altitude climbing to in initial call up. Pilots have incorrect altitude set in altitude box; and bust altitude causing an airborne conflict.