Narrative:

I was working north sector. I had numerous aircraft in sector. Several opposite direction procedures. Air carrier X was inbound direct pettis for ILS approach into ontario. Small transport Y checked in level at 8000. I slowed air carrier X to 170 KTS for spacing into ontario. I gave a position relief briefing to controller X. Small transport X questions the traffic off his right. Controller X gives traffic to small transport X at 1 O'clock, 1 mi and then questions me about the traffic. Contributing factors: 1) ontario approach is forced to avoid the lax profile and thus is mandated to work high performance aircraft at low altitudes approximately 100 mi from their destination. This to reduce workload for the center. Thus increasing our workload and increasing the complexity greatly. This makes us run en route and terminal transition aircraft through the same sectors. 2) traffic in the north sector was increasing the sector alone. When management decided to give me help at the sector, they did not provide me assistance with a fully certified fpl. They assigned a supervisor to assist me which is actually a handicap to me because of the amount of proficiency he gets per month (16 hours). This supervisor took the handoffs on these aircraft. An experienced journeyman might have been alerted to this deteriorating situation. An experienced journeyman could have prevented this deviation. Suggestions to prevent: 1) get the terminal controller controllers out of the business of handling high performance en route aircraft in the terminal environment. 2) in very busy situations, relief or assistance should come from a fully certified journeyman and not a limited use supervisor!

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Original NASA ASRS Text

Title: SMT Y HAD LESS THAN STANDARD SEPARATION FROM ACR X. SYSTEM ERROR.

Narrative: I WAS WORKING NORTH SECTOR. I HAD NUMEROUS ACFT IN SECTOR. SEVERAL OPPOSITE DIRECTION PROCS. ACR X WAS INBND DIRECT PETTIS FOR ILS APCH INTO ONTARIO. SMT Y CHECKED IN LEVEL AT 8000. I SLOWED ACR X TO 170 KTS FOR SPACING INTO ONTARIO. I GAVE A POSITION RELIEF BRIEFING TO CTLR X. SMT X QUESTIONS THE TFC OFF HIS RIGHT. CTLR X GIVES TFC TO SMT X AT 1 O'CLOCK, 1 MI AND THEN QUESTIONS ME ABOUT THE TFC. CONTRIBUTING FACTORS: 1) ONTARIO APCH IS FORCED TO AVOID THE LAX PROFILE AND THUS IS MANDATED TO WORK HIGH PERFORMANCE ACFT AT LOW ALTS APPROX 100 MI FROM THEIR DEST. THIS TO REDUCE WORKLOAD FOR THE CENTER. THUS INCREASING OUR WORKLOAD AND INCREASING THE COMPLEXITY GREATLY. THIS MAKES US RUN ENRTE AND TERMINAL TRANSITION ACFT THROUGH THE SAME SECTORS. 2) TFC IN THE NORTH SECTOR WAS INCREASING THE SECTOR ALONE. WHEN MGMNT DECIDED TO GIVE ME HELP AT THE SECTOR, THEY DID NOT PROVIDE ME ASSISTANCE WITH A FULLY CERTIFIED FPL. THEY ASSIGNED A SUPVR TO ASSIST ME WHICH IS ACTUALLY A HANDICAP TO ME BECAUSE OF THE AMOUNT OF PROFICIENCY HE GETS PER MONTH (16 HRS). THIS SUPVR TOOK THE HANDOFFS ON THESE ACFT. AN EXPERIENCED JOURNEYMAN MIGHT HAVE BEEN ALERTED TO THIS DETERIORATING SITUATION. AN EXPERIENCED JOURNEYMAN COULD HAVE PREVENTED THIS DEVIATION. SUGGESTIONS TO PREVENT: 1) GET THE TERMINAL CTLR CTLRS OUT OF THE BUSINESS OF HANDLING HIGH PERFORMANCE ENRTE ACFT IN THE TERMINAL ENVIRONMENT. 2) IN VERY BUSY SITUATIONS, RELIEF OR ASSISTANCE SHOULD COME FROM A FULLY CERTIFIED JOURNEYMAN AND NOT A LIMITED USE SUPVR!

Data retrieved from NASA's ASRS site as of August 2007 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.