Narrative:

Aircraft X was an arrival from over [fix] at 7000. Aircraft Y was a straight in arrival on runway xy. There were multiple layers so we were unable to visual to the capture box. I don't remember the actual coordination but after watching the replay [sector] was protecting and staying above my arrival. I descended and cleared aircraft X for and ILS runway xx approach. When my aircraft was on final aircraft Y was cleared for an ILS runway xy and both aircraft were switched to the tower. A rae event was brought to our attention stating that aircraft X was not established on the localizer when aircraft Y was cleared. Looking at our displays on a normal range with multiple aircraft it appeared that aircraft X was on the localizer. The replay is on a very reduced range showing only the two aircraft involved. What radar data are they using? Is this the same radar data we are using? Are the maps for the replay the same maps we are using on our displays?this is a systemic problem that both management and controllers are aware of but no changes have been made to correct it. Arrivals over [fix] and straight in traffic on runway xy require that one aircraft is stopped 1000 feet above the other aircraft. This places one of the aircraft above the glideslope. They are multiple factors into deciding what aircraft goes high and which aircraft descends. Winds; weather; the spacing on final; the aircraft speeds on both finals. We are placed in situations working the finals that make it extremely difficult to comply with the many requirements and provide an efficient flow to the airport. The finals need to be separated until they reach the capture box and are on simultaneous approaches. Unfortunately the redesign team was unable to do this and we are left with basically the same operation we have worked with for the last 20 years but with the added stress of tarp evaluating the finals with a fine tooth comb. The [fix] arrivals need to come to us at 5000 and the straight in arrivals on runway xy need to have a fix with at or above 6000 feet abeam [fix] intersection. This would be a big improvement on what we have right now.

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Original NASA ASRS Text

Title: At this airport aircraft on approach to parallel runways must be separated by 1000 feet vertically until established at a certain point on the approach. The controller believed the aircraft were established on the approach and discontinued vertical separation clearing the aircraft for approach. Upon a later review using more precise displays it was determined one of the aircraft were not established within the confines of the approach. The controllers working the aircraft do not have the detailed precise radar display that is used afterwards to analyze their performance.

Narrative: Aircraft X was an arrival from over [fix] at 7000. Aircraft Y was a straight in arrival on Runway XY. There were multiple layers so we were unable to visual to the capture box. I don't remember the actual coordination but after watching the replay [Sector] was protecting and staying above my arrival. I descended and cleared Aircraft X for and ILS Runway XX approach. When my aircraft was on final Aircraft Y was cleared for an ILS Runway XY and both aircraft were switched to the tower. A RAE event was brought to our attention stating that Aircraft X was not established on the localizer when Aircraft Y was cleared. Looking at our displays on a normal range with multiple aircraft it appeared that Aircraft X was on the localizer. The replay is on a very reduced range showing only the two aircraft involved. What radar data are they using? Is this the same radar data we are using? Are the maps for the replay the same maps we are using on our displays?This is a systemic problem that both management and controllers are aware of but no changes have been made to correct it. Arrivals over [fix] and straight in traffic on Runway XY require that one aircraft is stopped 1000 feet above the other aircraft. This places one of the aircraft above the glideslope. They are multiple factors into deciding what aircraft goes high and which aircraft descends. Winds; weather; the spacing on final; the aircraft speeds on both finals. We are placed in situations working the finals that make it extremely difficult to comply with the many requirements and provide an efficient flow to the airport. The finals need to be separated until they reach the capture box and are on simultaneous approaches. Unfortunately the redesign team was unable to do this and we are left with basically the same operation we have worked with for the last 20 years but with the added stress of TARP evaluating the finals with a fine tooth comb. The [fix] arrivals need to come to us at 5000 and the straight in arrivals on Runway XY need to have a fix with at or above 6000 feet abeam [fix] intersection. This would be a big improvement on what we have right now.

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.