Narrative:

Working the rockport sector of A90 (boston approach) which is a departure and arrival sector landing runway 33L. All inbound aircraft from the gardner VOR, lawrence VOR, psm VOR, and from the scupp sector of the boston center have to be put in trail at 5000', right traffic, and meet separation requirements. Departure traffic was extremely heavy from boston departure (logan airport departure) the boston center handed off a widebody transport 40 northeast bos at 12,000. I approved it, but did not receive the aircraft on my frequency for a period of time. When I received the aircraft on my frequency, I was at the point of traffic saturation. Traffic on my frequency was nearing 16 or more aircraft. I turned the widebody transport immediately to a 180 degree heading for traffic climbing abeam to manchester. I advised the aircraft to slow to 210 KTS then descend and maintain 11,000. An medium large transport opposite direction in the climb was instructed to maintain 10,000. A period of time elapsed, with nonstop transmission, when I observed the medium large transport still at 10,000' 30 north of boston, and an light transport I had climbed prior to the medium large transport leaving 9200 for 10,000. The aircraft was already speaking to manchester approach with 10,000 as a final. I immediately climbed the medium large transport to 14,000, however, separation had already been compromised . I instructed the medium large transport to contact boston center leaving 11,000. Callback conversation with reporter revealed the following: the reporter stated that bos approach control had a procedure where an aircraft was handed off to mht approach control then climbed back into bos airspace and handed off to the center. This procedure has been changed. The reporter said he just forgot the medium large transport at 10,000'. No system error was filed. The turboprop aircraft was an light transport, 2 engine, air carrier.

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Original NASA ASRS Text

Title: LESS THAN STANDARD SEPARATION BETWEEN AN LTT AND MLG. SYSTEM ERROR.

Narrative: WORKING THE ROCKPORT SECTOR OF A90 (BOSTON APCH) WHICH IS A DEP AND ARR SECTOR LNDG RWY 33L. ALL INBND ACFT FROM THE GARDNER VOR, LAWRENCE VOR, PSM VOR, AND FROM THE SCUPP SECTOR OF THE BOSTON CENTER HAVE TO BE PUT IN TRAIL AT 5000', RIGHT TFC, AND MEET SEPARATION REQUIREMENTS. DEP TFC WAS EXTREMELY HEAVY FROM BOSTON DEP (LOGAN ARPT DEP) THE BOSTON CENTER HANDED OFF A WDB 40 NE BOS AT 12,000. I APPROVED IT, BUT DID NOT RECEIVE THE ACFT ON MY FREQ FOR A PERIOD OF TIME. WHEN I RECEIVED THE ACFT ON MY FREQ, I WAS AT THE POINT OF TFC SATURATION. TFC ON MY FREQ WAS NEARING 16 OR MORE ACFT. I TURNED THE WDB IMMEDIATELY TO A 180 DEG HDG FOR TFC CLIMBING ABEAM TO MANCHESTER. I ADVISED THE ACFT TO SLOW TO 210 KTS THEN DSND AND MAINTAIN 11,000. AN MLG OPPOSITE DIRECTION IN THE CLIMB WAS INSTRUCTED TO MAINTAIN 10,000. A PERIOD OF TIME ELAPSED, WITH NONSTOP XMISSION, WHEN I OBSERVED THE MLG STILL AT 10,000' 30 N OF BOSTON, AND AN LTT I HAD CLIMBED PRIOR TO THE MLG LEAVING 9200 FOR 10,000. THE ACFT WAS ALREADY SPEAKING TO MANCHESTER APCH WITH 10,000 AS A FINAL. I IMMEDIATELY CLIMBED THE MLG TO 14,000, HOWEVER, SEPARATION HAD ALREADY BEEN COMPROMISED . I INSTRUCTED THE MLG TO CONTACT BOSTON CENTER LEAVING 11,000. CALLBACK CONVERSATION WITH REPORTER REVEALED THE FOLLOWING: THE REPORTER STATED THAT BOS APCH CTL HAD A PROC WHERE AN ACFT WAS HANDED OFF TO MHT APCH CTL THEN CLIMBED BACK INTO BOS AIRSPACE AND HANDED OFF TO THE CENTER. THIS PROC HAS BEEN CHANGED. THE REPORTER SAID HE JUST FORGOT THE MLG AT 10,000'. NO SYSTEM ERROR WAS FILED. THE TURBOPROP ACFT WAS AN LTT, 2 ENGINE, ACR.

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.