Elm TRACON controller reports of an airborne conflict that was observed and resolved. The controller...

Narrative:

During all this we are in full cenrap [center radar presentation] which puts me with 5 mile separation and a 12 second delay on altitude and position which I am not used to working. I had a [aircraft Y] climbing non radar out of peo to 8;000 feet east bound through rochester approach's airspace; pointed out. At this time I got a call from cleveland rochester for a manual handoff on [aircraft X] landing N03. At the time [aircraft X] is about 10 miles northeast of peo coming up to our border along with new york center's border and descending to only 11;000 feet. Rochester approach owns surface to 10;000 feet and we own surface to 8;000 feet and new york owns above us. The [aircraft Y] and [aircraft X] were a factor for each other so I descended [aircraft X] to 9;000 feet first then 5;000 feet while vectoring him to the east out of the way of the climbing [aircraft Y]. The problem is I never pointed him out to rochester approach and didn't get control with new york center sector 50 for descent.our radar is out of service until further notice. This puts all of us in an unfamiliar and potentially dangerous situation. This needs to be fixed. I don't know that my mistake would have been prevented or not but my workload would have been reduced and I would be working with a familiar work environment. That part of our airspace is very confusing with 3 centers and 3 approach controls all joining at different altitudes. Having [aircraft Y] handed to me 25 miles from their destination (non radar satellite airport in syracuse's airspace) level at 11;000 feet over rochester approachs airspace and about to go through new york centers airspace and then into syracuse approachs airspace while I'm also working other aircraft all on my backup radar was a recipe for something bad to happen. There needs to be a better procedure for a situation like that. To critique myself: I know better. I got overwhelmed and simply forgot to do this correctly. I am an ojti [on the job training instructor] and have been training a lot on tower and am very rusty on radar. I need to take some time for myself and work radar when there is traffic to stay proficient.

Original NASA ASRS Text

Title: ELM TRACON Controller reports of an airborne conflict that was observed and resolved. The Controller did not point out the aircraft to an adjacent facility which owned the airspace that was descended into and did not get control of the aircraft from the overlying Center sector.

Narrative: During all this we are in Full CENRAP [Center Radar Presentation] which puts me with 5 mile separation and a 12 second delay on altitude and position which I am not used to working. I had a [Aircraft Y] climbing non radar out of PEO to 8;000 feet east bound through Rochester approach's airspace; pointed out. At this time I got a call from Cleveland Rochester for a manual handoff on [Aircraft X] landing N03. At the time [Aircraft X] is about 10 miles northeast of PEO coming up to our border along with New York Center's border and descending to only 11;000 feet. Rochester Approach owns surface to 10;000 feet and we own surface to 8;000 feet and New York owns above us. The [Aircraft Y] and [aircraft X] were a factor for each other so I descended [Aircraft X] to 9;000 feet first then 5;000 feet while vectoring him to the east out of the way of the climbing [Aircraft Y]. The problem is I never pointed him out to Rochester Approach and didn't get control with New York Center Sector 50 for descent.Our Radar is out of service until further notice. This puts all of us in an unfamiliar and potentially dangerous situation. This needs to be fixed. I don't know that my mistake would have been prevented or not but my workload would have been reduced and I would be working with a familiar work environment. That part of our airspace is very confusing with 3 centers and 3 approach controls all joining at different altitudes. Having [Aircraft Y] handed to me 25 miles from their destination (non radar satellite airport in Syracuse's airspace) level at 11;000 feet over Rochester Approachs airspace and about to go through New York Centers airspace and then into Syracuse Approachs airspace while I'm also working other aircraft all on my backup radar was a recipe for something bad to happen. There needs to be a better procedure for a situation like that. To critique myself: I know better. I got overwhelmed and simply forgot to do this correctly. I am an OJTI [On the Job Training Instructor] and have been training a lot on tower and am very rusty on Radar. I need to take some time for myself and work Radar when there is traffic to stay proficient.

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.

Attributes
ACN	1271675
Time
Date	201506
Local Time Of Day	1801-2400
Place
Locale Reference	ELM.TRACON
State Reference	NY
Environment
Light	Dusk
Aircraft 1
Make Model Name	Light Transport Low Wing 2 Turbojet Eng
Flight Phase	Descent
Flight Plan	IFR
Aircraft 2
Make Model Name	Light Transport Low Wing 2 Turbojet Eng
Flight Phase	Climb
Flight Plan	IFR
Person 1
Function	Approach Departure
Qualification	Air Traffic Control Fully Certified
Experience	Air Traffic Control Time Certified In Pos 1 (yrs) 2.5
Events
Anomaly	ATC Issue All Types Airspace Violation All Types Deviation - Altitude Excursion From Assigned Altitude Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy

Elm TRACON controller reports of an airborne conflict that was observed and resolved. The controller did not point out the aircraft to an adjacent facility which owned the airspace that was descended into and did not get control of the aircraft from the overlying center sector.