Narrative:

I was training someone on final and it was very busy and just barely VFR weather. A flight of two F-15's were cleared for ILS approach runway 28L. My trainee was behind the power curve and it looked like he was working to make his plan work and then the lead F15 asked for a vector to rejoin his wing man. This was the start to a very distracted session on final with aircraft being fed at a higher rate of speed from the feeders than they should have been. The lead F15 had trouble explaining what was going on and I suspected he had an emergency so I broke him out and in the process of hearing UHF and VHF frequencies overlapping it sounded like he was having some sort of emergency. In the mean time I had to put the final back together and took planes that were too high and too fast across the final approach course. An A320 was taken north across final for descent and then back south for a clearance to runway 28R. A dash 8 was being vectored behind the A320 for runway 28L. The dash 8 was level at 040 and the A320 was descending to 030. It looked like I had divergence but in all the chaos I didn't have time to measure it. The military needs to train pilots to be clearer on their needs and what they need when they encounter in flight problems. The military should use VHF radios when operating in a terminal environment and should make sure their aircraft are not constantly breaking down and causing in flight emergencies. Feeds to final should be at 210 KTS or less when final is busy. It is difficult to assess when a trainee is not going to be able to save a bad situation. Sometimes things just happen.

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Original NASA ASRS Text

Title: A TRACON Controller providing OJT had a probable loss of separation involving several Air Carrier aircraft and a flight of military fighters.

Narrative: I was training someone on Final and it was very busy and just barely VFR weather. A flight of two F-15's were cleared for ILS approach Runway 28L. My trainee was behind the power curve and it looked like he was working to make his plan work and then the lead F15 asked for a vector to rejoin his wing man. This was the start to a very distracted session on final with aircraft being fed at a higher rate of speed from the feeders than they should have been. The Lead F15 had trouble explaining what was going on and I suspected he had an emergency so I broke him out and in the process of hearing UHF and VHF frequencies overlapping it sounded like he was having some sort of emergency. In the mean time I had to put the final back together and took planes that were too high and too fast across the final approach course. An A320 was taken north across final for descent and then back south for a clearance to Runway 28R. A Dash 8 was being vectored behind the A320 for Runway 28L. The Dash 8 was level at 040 and the A320 was descending to 030. It looked like I had divergence but in all the chaos I didn't have time to measure it. The military needs to train pilots to be clearer on their needs and what they need when they encounter in flight problems. The military should use VHF radios when operating in a terminal environment and should make sure their aircraft are not constantly breaking down and causing in flight emergencies. Feeds to final should be at 210 KTS or less when final is busy. It is difficult to assess when a trainee is not going to be able to save a bad situation. Sometimes things just happen.

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.