Narrative:

Slc had recently transitioned from a south flow to a north flow. Aircraft Y had been conducting survey work to the southeast of the airspace at 16;000 feet VFR. During the briefing I was informed that sector 32 at ZLC had taken a point out on aircraft Y. I informed the pilot of aircraft Y of their position in relation to the stars and that future arrivals would be descending through his altitude. On more than one occasion aircraft Y was instructed to work to the north of their present position and was non-responsive later declining to move. The first aircraft inbound from the southeast on the LEEHY3 arrival was an E170. The aircraft was in handoff status to the stockton controller who was previously working that arrival. The stockton sector controller at S56 coordinated with sector 32 to leave the E170 at 17;000 feet for the VFR traffic. Several minutes later while performing other air traffic duties sector 32 called the jordan sector (my position) to coordinate for aircraft X who was inbound on the LEEHY3 arrival. They informed me that they had turned aircraft X thirty (30) degrees to the left and asked for a lower altitude to avoid aircraft Y. I approved 14;000 feet for aircraft X. I had already issued traffic to aircraft Y when they were circa 10-12 miles apart and aircraft Y had reported the aircraft in sight; but I could not hear the transmission because someone else was talking. I then observed that aircraft X did not in fact make a left turn or descend; but instead made a right turn and had leveled at aircraft Y's altitude. I issued traffic once again and aircraft Y stated that they had aircraft X in sight and would maintain visual separation. I approved the visual separation operation and issued a traffic alert with instructions to make a southbound right turn immediately. Aircraft X responded to a TCAS RA and checked in on my frequency shortly thereafter. The pilot of aircraft X was clearly displeased and ultimately filed a near midair collision report. I would suggest that last year's national briefing emphasis item on separation services to both IFR and VFR aircraft be held again at ZLC. The response that our facility received from ZLC was 'well the guy was VFR wasn't he?'

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Original NASA ASRS Text

Title: S56 TRACON Front Line Manager reports of a VFR aircraft that doesn't move for IFR traffic and causes a NMAC to be reported by a pilot on a STAR into SLC.

Narrative: SLC had recently transitioned from a south flow to a north flow. Aircraft Y had been conducting survey work to the southeast of the airspace at 16;000 feet VFR. During the briefing I was informed that Sector 32 at ZLC had taken a point out on Aircraft Y. I informed the pilot of Aircraft Y of their position in relation to the STARs and that future arrivals would be descending through his altitude. On more than one occasion Aircraft Y was instructed to work to the north of their present position and was non-responsive later declining to move. The first aircraft inbound from the southeast on the LEEHY3 arrival was an E170. The aircraft was in handoff status to the Stockton controller who was previously working that arrival. The Stockton sector controller at S56 coordinated with Sector 32 to leave the E170 at 17;000 feet for the VFR traffic. Several minutes later while performing other air traffic duties Sector 32 called the Jordan sector (my position) to coordinate for Aircraft X who was inbound on the LEEHY3 arrival. They informed me that they had turned Aircraft X thirty (30) degrees to the left and asked for a lower altitude to avoid Aircraft Y. I approved 14;000 feet for Aircraft X. I had already issued traffic to Aircraft Y when they were circa 10-12 miles apart and Aircraft Y had reported the aircraft in sight; but I could not hear the transmission because someone else was talking. I then observed that Aircraft X did not in fact make a left turn or descend; but instead made a right turn and had leveled at Aircraft Y's altitude. I issued traffic once again and Aircraft Y stated that they had Aircraft X in sight and would maintain visual separation. I approved the visual separation operation and issued a traffic alert with instructions to make a southbound right turn immediately. Aircraft X responded to a TCAS RA and checked in on my frequency shortly thereafter. The pilot of Aircraft X was clearly displeased and ultimately filed a NMAC report. I would suggest that last year's national briefing emphasis item on separation services to both IFR and VFR aircraft be held again at ZLC. The response that our facility received from ZLC was 'Well the guy was VFR wasn't he?'

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.