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by Center to ‘turn hard right’ because there
was ‘live rounds ahead’…we were in trouble
and they were no help.”
Conflicting Traffic
A Center controller had aircraft deviating
around thunderstorms during moderate to
heavy traffic conditions. Two aircraft on
conflicting courses were unable to comply with
ATC instructions due to build-ups along their
route of flight. A loss of separation occurred
between the aircraft.
“…[The controller] told air carrier B to turn
left 15 degrees, vector for traffic. Air carrier
B refused to take the turn, saying it would
put him right into a thunderbumper with
tops at flight level 400. Radar man told air
carrier A to make a left turn 15 degrees. Air
carrier A said that would put him in the
clouds…the radar man said ‘one of you is
going to have to turn, you’re head on [at]
flight level 370’…air carrier A said he would
go left…but it became obvious it wasn’t
enough…[separation] was later measured to
be zero vertical, 1.9 miles lateral, but on the
scope it looked much less than that. I respect
the pilot’s wishes not to fly into the clouds,
but I sometimes think they don’t take us
seriously enough. A cloud may be a better
choice than another aircraft.”
A departing air carrier discovered thunderstorm
cells on radar and requested deviations
around them. The controller was unable to
approve the request due to heavy departure
traffic in front and behind.
“I noticed two thunderstorm cells on the
radar…[and]…asked departure for deviations
around the cells to the south. He told
us ‘unable.’ We advised him that there was
weather…and we needed to avoid it. He told
us that there was a bunch of aircraft to our
left, and he was unable to [approve a deviation]
at this time…at about 5 miles the large
cell was painting solid red 30 degrees on
either side of the centerline of the scope…I
asked the controller [again]…he said he
would not, and to maintain our present
heading…our heading was taking us into
the center of the storm…at 3 miles from the
storm, I told departure that we needed a 30
degree right turn…the controller seemed
upset with us, but granted us a turn…then
told us to descend to 3000 feet and that we
had traffic behind us overtaking…. I can
accept the fact that he was busy with traffic
and weather re-routes, but my responsibility
is for the safety of my passengers and
aircraft.”
16 ASRS Directline
Reactions
The following comments indicate some typical
reactions whenever requests cannot be
granted by either the pilot or controllers:
“I believe the controller and his supervisor’s
attitude were extremely poor and very
uncooperative, not to mention dangerous.”
(Pilot)
An operational error occurred “Because
[of a] vector to the west for traffic….this was
the primary factor which caused me to lose
lateral separation.” (Controller)
“The controller just did not understand the
necessity to turn to avoid the thunderstorm.”
(Pilot)
“Thunderstorms are extremely difficult to
work with.” (Controller)
“Given the same situation [again], I would
do it exactly the same way, and I [am]
incredulous that any controller in his right
mind would send any kind of aircraft
through that kind of weather….” (Pilot)
Captain said:“I never heard a controller
turn aircraft into a thunderstorm.” Controller
said:“you won’t hear anything in a
couple of minutes when you meet the other
aircraft.” (Both)
WeatherEmergencies
ASRS reports indicate a reluctance on the
pilot’s part to declare an emergency whenever
the “all else” fails. In the following report, the
flight crew needed to deviate around thunderstorms,
but the controller could not approve
the deviation since it would take the aircraft
into a restricted area.
“[Our request to]…deviate north to avoid
thunderstorms was denied. A vector…was
assigned…[however] a line of thunderstorms
mandated a more southerly deviation. The
controller became upset over our proximity
to the adjacent restricted area and attempted
to vector us into the thunderstorms
and make us squawk 7700. Neither request
was complied with…vectoring the flight
　
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