Pilot and ATL Controller reported an airborne conflict between a skydiving aircraft and an Atlanta RNAV departure.
Synopsis
Pilot and ATL Controller reported an airborne conflict between a skydiving aircraft and an Atlanta RNAV departure.
Narrative
Two minutes before Aircraft X flight out of Atlanta checked on my frequency I received a call from Approach East Departure. The Controller asked for a point out in the vicinity of Barrow County airport (WDR); 40 east of ATL; at 13;500 FT; parachute jumping (Aircraft Y). I added the code to the computer; I saw the code on the screen and I approved the point out. A minute later Approach East Departure called to inform me that Aircraft X flight; on the UGAAA2 departure; was deviating to the left for weather. I asked for control and the request was approved. Aircraft X checked on climbing to 14;000 FT and I asked him if he can turn to an 80 heading. I had traffic at FL190 and FL200 that I needed to miss to keep him climbing. The pilot said yes and I assigned him a 080 heading and FL180. I also advised him about Aircraft Y. About 10 seconds later Aircraft Y appeared to be climbing south westbound and Aircraft X asked for the location of the traffic. I replied by giving him the distance and altitude; about 4 miles in front of him at 14;200 FT. On the next computer update I observed Aircraft Y turning to the west climbing through 15;000 FT about 2 miles in front of Aircraft X flight. Aircraft X was reaching 15;000 FT; Aircraft X informed me that the assigned heading put him head on with Aircraft Y and immediately after I observed Aircraft X descending.Parachute jumping in this area is very frequent and normally occurs without a problem. However; on occasion when Atlanta is on an east operation parachute jumping can be dangerous. The location of the RNAV departure fixes; DAWGS AND UGAAA; and the location where the aircraft carrying parachute jumpers climbs and eventually drops the parachute jumpers is too close. Low rates of climb or deviations from weather from Atlanta departures can compromise safety.I believe ZTL East Departure should be talking to that aircraft instead of taking a point out from Approach Satellite East Departure during East Operations. I also believe that the location and altitude of the parachute jump can be moved south of its current position leaving the DAWGS and UGAAA SID clear of any known conflict traffic.
Second reporter narrative
While climbing out of Atlanta; to the east; and passing about 11;000 FT up to a clearance limit of 17;000 FT; the Atlanta Center controller issued VFR traffic at our one-O-clock position and 14;300 FT. We soon saw the traffic on TCAS. The next directions from the Controller were to turn right to a heading of 080 degrees which headed us right into the VFR traffic. We reached 14;000 FT and made visual contact with the traffic about 200 FT above and a half mile to the right front of our aircraft. At about the same time; the TCAS issued us a descend now Resolution Advisory (RA) that the Captain followed until clear of the conflict. The climb was then continued up to our clearance limit. The Captain and I both individually asked the Controller why we were turned directly into known traffic with no response from him.Maintain acute situational awareness of where ATC's instructions are placing your aircraft in time with others. If questioning an ATC instruction; do so in a timely manner to avert an unfavorable outcome. Never be to shy to ask for clarification of a Controller's confusing directives.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.