Narrative:

Light transport X departed tmb airport nwbnd. Instead of leaving a jet at 2000 for 25 mi, I coordinated with both approach controllers to climb to 16,000 northbound. The south approach controller had very little traffic, the north approach controller was a little busier and the controller was training with an instructor. I expedited light transport X climb, which he did. A couple of minutes later I noticed an aircraft on a 20 mi final to runway 9R at mia at 10,000 and indicating 420 KTS. It occurred to me that he wasn't descending so I turned light transport X northeast bound and pointed out the traffic which he didn't see. I yelled at the other controllers to turn and descend their traffic but he never descended and he didn't turn. I turned light transport X eastbound to parallel the other aircraft's course, which he did. Air carrier Y finally turned, or was turned, to a 60 degree heading and separation was not lost. There are 2 factors involved here, in my view. First, the trainee did not do his job to insure separation even though he had approved my pointout. Obviously, air carrier Y was way too fast and had to slow to 250 KTS to descend out of 10,000. The trainee had cleared him for the approach but failed to monitor his compliance and rate of descent. He would have played hell making the approach with 20 flying miles at 10,000 and 420 KTS indicated. The second factor is that almost during the entire situation, light transport X was in a coast situation and I could not read his altitude. This greatly increased my workload and perhaps had something to do with the trainee not thinking about the critical position air carrier Y was in.

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Original NASA ASRS Text

Title: LTT ON A CONFLICTING COURSE WITH AN ACR REQUIRED ACTION BY CTLRS TO AVOID LESS THAN STANDARD SEPARATION.

Narrative: LTT X DEPARTED TMB ARPT NWBND. INSTEAD OF LEAVING A JET AT 2000 FOR 25 MI, I COORDINATED WITH BOTH APCH CTLRS TO CLIMB TO 16,000 NBND. THE S APCH CTLR HAD VERY LITTLE TFC, THE N APCH CTLR WAS A LITTLE BUSIER AND THE CTLR WAS TRAINING WITH AN INSTRUCTOR. I EXPEDITED LTT X CLIMB, WHICH HE DID. A COUPLE OF MINUTES LATER I NOTICED AN ACFT ON A 20 MI FINAL TO RWY 9R AT MIA AT 10,000 AND INDICATING 420 KTS. IT OCCURRED TO ME THAT HE WASN'T DESCENDING SO I TURNED LTT X NE BOUND AND POINTED OUT THE TFC WHICH HE DIDN'T SEE. I YELLED AT THE OTHER CTLRS TO TURN AND DSND THEIR TFC BUT HE NEVER DESCENDED AND HE DIDN'T TURN. I TURNED LTT X EBND TO PARALLEL THE OTHER ACFT'S COURSE, WHICH HE DID. ACR Y FINALLY TURNED, OR WAS TURNED, TO A 60 DEG HDG AND SEPARATION WAS NOT LOST. THERE ARE 2 FACTORS INVOLVED HERE, IN MY VIEW. FIRST, THE TRAINEE DID NOT DO HIS JOB TO INSURE SEPARATION EVEN THOUGH HE HAD APPROVED MY POINTOUT. OBVIOUSLY, ACR Y WAS WAY TOO FAST AND HAD TO SLOW TO 250 KTS TO DSND OUT OF 10,000. THE TRAINEE HAD CLRED HIM FOR THE APCH BUT FAILED TO MONITOR HIS COMPLIANCE AND RATE OF DSCNT. HE WOULD HAVE PLAYED HELL MAKING THE APCH WITH 20 FLYING MILES AT 10,000 AND 420 KTS INDICATED. THE SECOND FACTOR IS THAT ALMOST DURING THE ENTIRE SITUATION, LTT X WAS IN A COAST SITUATION AND I COULD NOT READ HIS ALT. THIS GREATLY INCREASED MY WORKLOAD AND PERHAPS HAD SOMETHING TO DO WITH THE TRAINEE NOT THINKING ABOUT THE CRITICAL POSITION ACR Y WAS IN.

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.