Narrative:

At sdf there are 2 parallel runways. During the inbound rush every night we open 2 feeds and 2 finals. One for each runway. Splitting the airspace down the middle. I was working west feed and had a 10 place upwind/downwind/upwind pattern going to build spacing for the west final controller who was already busy with a 30 mile long final. At a west feed arrival gate south of the airport 3 planes were coming in. 2 jets and an aircraft Y between them at 7000 ft. I descended the first jet (aircraft X) to 8000 ft and told him to expect 17R (west runway). I handed off the aircraft Y to the east feed who was less busy than I. The watch supervisor then told me to hand all of the planes to the east feed controller. I told aircraft X jet to now expect 17L and gave a vector to the east downwind. I continued working my planes when I heard the east feed controller tell me he did not want to talk to them; point out approved. I scanned his airspace and determined aircraft X was going to be first and did not need to be slowed or paper stopped so I descended him to 6000 ft. One minute later the east feed is calling traffic for aircraft Y who was less than 3 miles behind aircraft X and at 7000 ft. He descended aircraft Y and he called aircraft X in sight. By this point separation was lost. What led to the event; I work straight mid night shifts 5 nights a week. On the weekends I sleep normally at night. Monday nights are usually accomplished by staying up for 24 hours. I thought that aircraft X would outrun aircraft Y and my scan did not get back to it in time to make sure. For the midnight shift; let midders have a 4 night 10 hour shift to allow more time off for recovery. Half on mon-thurs. Others tues-fri.

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Original NASA ASRS Text

Title: SDF Approach Controller has a loss of separation when an aircraft on final over takes another.

Narrative: At SDF there are 2 parallel runways. During the inbound rush every night we open 2 feeds and 2 finals. One for each runway. Splitting the airspace down the middle. I was working west feed and had a 10 place upwind/downwind/upwind pattern going to build spacing for the west final controller who was already busy with a 30 mile long final. At a west feed arrival gate south of the airport 3 planes were coming in. 2 jets and an Aircraft Y between them at 7000 ft. I descended the first jet (Aircraft X) to 8000 ft and told him to expect 17R (west runway). I handed off the Aircraft Y to the east feed who was less busy than I. The watch supervisor then told me to hand all of the planes to the east feed controller. I told Aircraft X jet to now expect 17L and gave a vector to the east downwind. I continued working my planes when I heard the east feed controller tell me he did not want to talk to them; point out approved. I scanned his airspace and determined Aircraft X was going to be first and did not need to be slowed or paper stopped so I descended him to 6000 ft. One minute later the east feed is calling traffic for Aircraft Y who was less than 3 miles behind Aircraft X and at 7000 ft. He descended Aircraft Y and he called Aircraft X in sight. By this point separation was lost. What led to the event; I work straight mid night shifts 5 nights a week. On the weekends I sleep normally at night. Monday nights are usually accomplished by staying up for 24 hours. I thought that Aircraft X would outrun Aircraft Y and my scan did not get back to it in time to make sure. For the midnight shift; let midders have a 4 night 10 hour shift to allow more time off for recovery. Half on Mon-Thurs. Others Tues-Fri.

Data retrieved from NASA's ASRS site 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.