Date: 201701
Local time of day: 1801-2400
Location: ZTL.ARTCC, GA
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZTL
ATC / advisory: Center ZTL
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Troubleshooting; Confusion; Situational Awareness
Second reporter function: Enroute
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed
Contributing factors: Staffing; Company Policy; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X northeast bound descending to 35;000 feet when the pilot advised of a medical [situation] due to an unresponsive passenger and asked to divert to ATL. I was called to work the affected sector's Radar Assist position. The Radar Controller immediately descended the aircraft to 35;000 feet and handed it off to the Macon Hi sector. I walked down to the Macon Hi Sector and verbally coordinated the situation and the pilot's request to divert to ATL. The aircraft was then switched to the Macon Hi frequency and continued to fly northeast bound.When the aircraft was due south of ATL it requested a right turn for a right base to one of the easterly runways at ATL. The aircraft was turned to a 090 heading at some point. It was now past the airport and continuing to fly further away from the airport. I walked down to Macon Hi sector and noticed the aircraft was leveling at 24;000 feet about 20 southeast of the airport and still heading away from the airport. The aircraft had a medical [situation] and the controller was determined to put them on some type of STAR! I urgently told the controller to turn the aircraft on a downwind and descend them. All to no avail. The aircraft continued eastbound and flew 40-45 miles east of the airport before it was finally headed in the right direction which was due westbound. ATL was on an east operation so the aircraft had to fly all the way back past the airport on a downwind before it could be turned in to land. The aircraft was made to fly approximately 80-100 miles more than it needed to in this situation. It could have been the difference between someone's life and their death.Don't partially certify incompetent controllers and let them hang around and train for 6 plus years. That's my recommendation. This partially certified controller was working a sector they were certified on and still had no idea how to handle an emergency aircraft.


Second narrative: Just prior to me relieving the Hampton Ultra High R27 Controller; aircraft X had a medical [situation] because of an unresponsive passenger. He was enroute to an airport to the northeast; and was about 40 miles southwest from the ATL VOR at the time. The pilot requested to divert to ATL. The Hampton Controller descended the aircraft to 35;000 feet on present heading and flashed the handoff to the Macon High R22 Controller. The Macon Sector Controller took the handoff and only descended aircraft X to 29;000 feet for some unknown reason. There was no traffic for the aircraft. Aircraft X was descending at a rate of between 3;000 and 4;000 feet per minute. The controller at Macon Sector asked the pilot of aircraft X if they could fly the CHOPI ONE arrival to ATL; even though ATL was on an east operation and this would add several minutes of flying time as opposed to setting the aircraft up for something more straight in for a right base turn. The pilot of aircraft X requested a 'right turn for a right base for an east runway.' I don't believe the Certified Professional Controller (CPC) In Training (IT) even responded to this request; but for no apparent reason; the Macon CPC IT issued a 10 degree right turn and descended the aircraft to 24;000 feet instead.Then aircraft X was issued a 090 heading. The aircraft almost leveled at 24;000 feet; after they've been descending at up to 4;000 feet per minute; before any kind of handoff was initiated to a low sector. At some point; either the Radar Assist or the Macon Sector Controller must've gotten approval to descend aircraft X because FL210 was entered into the data block. Once the Sinca Sector Controller had the handoff; the Macon Sector switched the aircraft without descending the aircraft to the previously approved altitude of 21;000 feet. When the pilot read back the frequency change; the Macon Controller asked the pilot to confirm he was descending to 21;000 feet. The pilot responded; 'Negative; we never got that; but aircraft is now descending to FL210.'The aircraft continued on the 090 heading for another 2-3 minutes before an inbound turn was able to be issued by the Sinca Controller. It was at least 10 minutes from the time aircraft X advised of a medical [situation] to the time they were issued a turn that was even remotely towards ATL. The Macon Controller had a total of 6 data blocks on their scope at the time this event occurred and none of them were traffic for aircraft X. There was no reason whatsoever not to expedite this aircraft to the diversionary airport in a more timely fashion.This Controller that is partially certified has been training at ZTL for over 6 years. Approximately 5 minutes before the above situation took place; he had just been recertified at this sector because he did not maintain currency while training at other sectors; after his third or fourth training failure review board; and subsequent training extensions for those sectors. My recommendation is to not allow this Controller to work at any kind of air traffic operation. He's not competent. When the pilot of aircraft X requested a 'right turn for a right base on an east runway;' I honestly don't believe this trainee even knew what that meant. Yet somehow; after over 6 years at ZTL; he continues to get training extensions. How is this possible?I would also like to add that the Supervisor in charge at the time refused to submit this situation to Performance Management for review. When the most senior controller in the area asked him for it to be reviewed; the Supervisor's response was; I'm not getting involved; but you can submit it yourself. How is that for leadership?


Synopsis: Several controllers and an ATC Supervisor observed another controller unnecessarily delay an aircraft with a medical emergency that requested to divert to the nearest airport.