Narrative:

There were thunderstorms developing six miles south of the field. There was a jet arrival deviating around weather on a new procedure as we started working these recently. Coordination was required because of the deviation and change to his routing. A jet departure was trapped under a 'prop' arrival required coordination. Center also had an overflight at 12;000. MOA 1; 2 and 3 were all active preventing turns to the north to alleviate the situation with the arrival; overflights and departure to the northwest. Aircraft Y (cessna -152); aircraft X (king air A100) and another departure prevented any turns to the south. The airshow program was underway with additional arrivals and departures. East and west radar were split; not the norm. Aircraft X was on a vector for the visual approach to the runway and descending to 4;000. The vector was chosen to keep him away from aircraft Y. Aircraft Y was VFR flying on his own navigation to the northwest. Stronger than expected winds aloft caused aircraft X to end up too close to aircraft Y. Aircraft Y also climbed at a high rate than expected. I became aware of the situation when they were about four miles apart and 200 ft vertical. I descended aircraft Y first; then climbed aircraft X. Aircraft X informed me he was already responding to a resolution advisory. Extra staffing may have prevented the incident. We had already split the radar positions; rare at our facility. An extra set of eyes may have spotted the conflict sooner. More practice working a 'split' operation may have made us all more comfortable with the set up.

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Original NASA ASRS Text

Title: A conflict developed during a seldom experienced busy traffic and split position operation. The reporter noted additional staffing may have helped to prevent this occurrence.

Narrative: There were thunderstorms developing six miles south of the field. There was a jet arrival deviating around weather on a new procedure as we started working these recently. Coordination was required because of the deviation and change to his routing. A Jet departure was trapped under a 'prop' arrival required coordination. Center also had an overflight at 12;000. MOA 1; 2 and 3 were all active preventing turns to the north to alleviate the situation with the arrival; overflights and departure to the northwest. Aircraft Y (Cessna -152); aircraft X (King air A100) and another departure prevented any turns to the south. The airshow program was underway with additional arrivals and departures. East and West RADAR were split; not the norm. Aircraft X was on a vector for the Visual Approach to the Runway and descending to 4;000. The vector was chosen to keep him away from Aircraft Y. Aircraft Y was VFR flying on his own navigation to the Northwest. Stronger than expected winds aloft caused aircraft X to end up too close to aircraft Y. Aircraft Y also climbed at a high rate than expected. I became aware of the situation when they were about four miles apart and 200 FT vertical. I descended aircraft Y first; then climbed aircraft X. Aircraft X informed me he was already responding to a Resolution Advisory. Extra staffing may have prevented the incident. We had already split the RADAR positions; rare at our facility. An extra set of eyes may have spotted the conflict sooner. More practice working a 'split' operation may have made us all more comfortable with the set up.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.