Narrative:

The session I worked before this one was unusually long. A large line of thunderstorms cut across several states from the southwest to the northeast. Ink-H had a gap in the line through which many aircraft were deviating. The conflict alert went off between the two aircraft at the same time an air carrier called requesting higher. I climbed the other aircraft; and then turned air carrier X forty degrees left. This turned air carrier X out of the wind; but the wind was only about 20 KTS. Air carrier X had about a forty knot overtake on air carrier Y. Air carrier Y requested a right deviation which I was unable due to traffic. Air carrier Y requested FL390. After coordination was completed with lee-H; I climbed air carrier Y to FL370. It was clear it was going to be close; so I asked air carrier X if he was on the new heading. He said he was and reported the heading. Separation was lost. Keep priorities in place. When the conflict alert went off; I should have turned air carrier X and then went back and climbed the first air carrier. Give turns sufficient to maintain separation. I should have used a turn of no less than fifty degrees with that much of an over take. Keep working the problem. Rather than ask air carrier X if he was on the new heading I should have issued another clearance that would ensure separation. Provide adequate staffing so that controllers do not go over two hours on position especially during a severe weather event.

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Original NASA ASRS Text

Title: ZFW Controller described a loss of separation event when attempts to provide weather deviations resulted in a conflict.

Narrative: The session I worked before this one was unusually long. A large line of thunderstorms cut across several states from the southwest to the northeast. INK-H had a gap in the line through which many aircraft were deviating. The Conflict Alert went off between the two aircraft at the same time an Air Carrier called requesting higher. I climbed the other aircraft; and then turned Air Carrier X forty degrees left. This turned Air Carrier X out of the wind; but the wind was only about 20 KTS. Air Carrier X had about a forty knot overtake on Air Carrier Y. Air Carrier Y requested a right deviation which I was unable due to traffic. Air Carrier Y requested FL390. After coordination was completed with LEE-H; I climbed Air Carrier Y to FL370. It was clear it was going to be close; so I asked Air Carrier X if he was on the new heading. He said he was and reported the heading. Separation was lost. Keep priorities in place. When the Conflict Alert went off; I should have turned Air Carrier X and then went back and climbed the first Air Carrier. Give turns sufficient to maintain separation. I should have used a turn of no less than fifty degrees with that much of an over take. Keep working the problem. Rather than ask Air Carrier X if he was on the new heading I should have issued another clearance that would ensure separation. Provide adequate staffing so that controllers do not go over two hours on position especially during a severe weather event.

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.