Narrative:

I was training a trainee on radar west. It was busy and we had multiple VFR and IFR pop ups departing satellite airports as well as VFR tags flying around that weren't talking to anyone. Aircraft Y called up already airborne off of ryw airport and at the time the radar trainee was typing in a VFR pop up as well as multiple inbounds to austin and departures were happening. The developmental working radar west was busy talking to other aircraft and did not respond to the aircraft Y and kept working the traffic that was on the radar. He shipped aircraft X to the finals controller as he was descending on the arrival through 6500 feet and kept working his other traffic. The finals controller started talking to aircraft X and then saw unidentified VFR traffic was below him flying eastbound at 5500 feet austin finals 12 miles north of the airport. The finals controller issued traffic and a turn to aircraft Y. Aircraft Y turned and climbed to avoid the traffic and then declared a near midair. With class charlie airspace and not a class bravo there is really no airspace procedure that can change aircraft departing satellite airports not talking to anyone and flying across the final into austin at detrimental altitudes but unfortunately it happens all too often. And without a class bravo there is no way to tell a pilot that he cannot fly 8 miles north at 3000 feet of an international airport on the final with airliners descending in to the airport to land. There have been many instances of airliners having to stay high or do evasive maneuvers to avoid pilots that just fly around and do what they want.

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Original NASA ASRS Text

Title: AUS TRACON trainee reported a VFR aircraft was attempting to contact them for service; but they were too busy to acknowledge the aircraft. The aircraft climbed into an aircraft on approach. The Final Controller had to vector and climb the aircraft on approach off their course to avoid the VFR traffic.

Narrative: I was training a trainee on Radar West. It was busy and we had multiple VFR and IFR pop ups departing satellite airports as well as VFR tags flying around that weren't talking to anyone. Aircraft Y called up already airborne off of RYW airport and at the time the radar trainee was typing in a VFR pop up as well as multiple inbounds to Austin and departures were happening. The developmental working Radar West was busy talking to other aircraft and did not respond to the Aircraft Y and kept working the traffic that was on the radar. He shipped Aircraft X to the finals controller as he was descending on the arrival through 6500 feet and kept working his other traffic. The finals controller started talking to Aircraft X and then saw unidentified VFR traffic was below him flying eastbound at 5500 feet Austin finals 12 miles north of the airport. The finals controller Issued traffic and a turn to Aircraft Y. Aircraft Y turned and climbed to avoid the traffic and then declared a near midair. With Class Charlie airspace and not a Class Bravo there is really no airspace procedure that can change aircraft departing satellite airports not talking to anyone and flying across the final into Austin at detrimental altitudes but unfortunately it happens all too often. And without a Class Bravo there is no way to tell a pilot that he cannot fly 8 miles north at 3000 feet of an international airport on the final with airliners descending in to the airport to land. There have been many instances of airliners having to stay high or do evasive maneuvers to avoid pilots that just fly around and do what they want.

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.