ZTL RELATES ACTIONS REQUIRED TO SEPARATE A CARJ FROM OPPOSITE DIRECTION TFC AFTER CARJ EXECUTES A TCASII CLB APPARENTLY CAUSED FROM A FALSE ALERT.

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I WAS WORKING A HIGH ALT SECTOR (FL240-FL330) W OF ATLANTA. THIS SECTOR HANDLES ATLANTA DEPS WBOUND; PLUS A LARGE MIX OF ACFT OVERFLYING THE VUZ VORTAC (VULCAN; BIRMINGHAM); A MAJOR VORTAC IN THE SECTOR. A CRJ2 WAS WBOUND TO DFW AT FL310. APPROX 70 MI W OF ATLANTA; I NOTICED THAT ACR X MODE C INDICATED FL317; AT WHICH THAT SAME MOMENT; THE PLT SAID HE WAS RESPONDING TO A TCASII RA FOR TFC AT FL310 AND HE WAS CLBING TO FL325. I WAS MODERATELY BUSY WITH ABOUT 15 OR MORE ACFT ON FREQ. I TOOK A MOMENT TO VIEW THE TFC NEAR ACR X. AT ABOUT ACR X'S 1-2 O'CLOCK POS AND 7-8 MI; THERE WAS AN A10 AT FL270 EBOUND; LEVEL. AT ABOUT ACR X'S 10 O'CLOCK POS; 6 OR 7 MI; THERE WAS AN MD80 LEVEL AT FL330. THESE WERE THE ONLY AIRPLANES NEAREST TO ACR X WHEN HE RESPONDED TO THE RA. HOWEVER; AS A RESULT OF ACR X CLBING TO FL325; HE NOW HAD TFC AT 12 O'CLOCK POS AT FL330 HEAD-ON; CLOSING RAPIDLY; ON 13 MI AWAY. I TOLD ACR X THERE WAS NO TFC AT FL310 AND TOLD HIM OF THE TFC AT FL330. THE PLT STATED HE WOULD DSND TO FL310. THE CLOSURE RATE WAS TOO FAST AND I ENDED UP TURNING BOTH ACR X AND THE OTHER ACFT MORE THAN 70 DEGS. THE TURNS DIMINISHED THE CLOSURE RATE AND ACR X REACHED FL310 ABOUT 6 MI FROM OTHER ACFT. ALTHOUGH SEPARATION WAS NOT LOST; EXCESSIVE TURNS WERE REQUIRED IN ORDER TO PREVENT THAT LOSS OF SEPARATION.