ZMA Controller described a communication failure with oceanic traffic; commenting the radio coverage in the oceanic sectors have been a long standing problem.
Synopsis
ZMA Controller described a communication failure with oceanic traffic; commenting the radio coverage in the oceanic sectors have been a long standing problem.
Narrative
I was working the Abaco High Sector when Air Carrier X called me at R59 to be RADAR identified. The aircraft initially could not establish communication with me and therefore they contacted another sector. The low altitude sector called me on the override and informed me that Air Carrier X was calling and got no response. I advised R61 to ask the pilot to try again and then I went and changed my frequency transmitter and receiver to standby. That is when I RADAR identified Air Carrier X and issued a clearance. [When I] went to change my receivers back to normal I thought I heard the read back. The aircraft was descended to FL240 and handed off to the low altitude sector R21 when the pilot advised the Controller that they were given routing over ZFP FLIPR2 to MIA. The low altitude Controller clarified the arrival with Air Carrier X and issued ZFP HILEY2 and there were no other issues reported. The Controller at Sector R21 then advised me of the Air Carrier X confusion with the arrival and I advised him that the pilot was issued the correct arrival route for weather affecting both areas today. I believe Air Carrier X might have gotten confused with the arrival routing today because they normally get routed over FOWEE FLIPR2 on days when weather is not a factor. Today; weather was a major factor in arrival procedures to MIA and the frequency limitation was also not very good as far reception. There were instances where pilots were garbled and very weak; creating additional workload to communicate clearly. The major problem we have in our area; Ocean Area; is the range on the frequencies that are stretched out considerably and we do not have any back up systems available. This situation occurs daily where aircraft call and we can barely hear them to establish RADAR contact. We work with this limitation daily and we are all aware of it; however on days when we have weather affecting the area it makes our job of communicating with aircraft a little more challenging than normal. We have had some major improvements over the years; but frequencies have remained the same.
Second reporter narrative
We were unable to contact Miami Center at CNNOR intersection on 134.8. We switched to 125.7 and were told to re-attempt contact on 134.8. We made contact a few minutes later and were instructed to proceed direct to ZFP. Our filed routing after ZFP was direct to FLIPR; FLIPR 2 arrival. Approaching ZFP; the Controller started to give us a descent with a crossing restriction at MILSEY (HILEY 2 arrival). When I asked ATC to confirm clearance; he instructed us to turn to a 280 heading and then asked us if we had been cleared the HILEY 2 arrival after ZFP. I told him that no 'amended' clearance had been given. Neither the First Officer nor I had heard any change to our route. ATC then cleared us to YOSSI and the HILEY2 arrival. The remainder of the flight was uneventful.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.