Narrative:

I was working yorktown sector. I had an acceptable volume of traffic. However; the session was very complex. I needed to descend aircraft X because the aircraft would have been in conflict with aircraft Y at the same attitude going north bound into the next sector. Aircraft X was following aircraft Y and was much faster. So for sequencing (aircraft X landed jfk and the aircraft Y landed hpn and jfk have to be under hpn anyway) I wanted to descend aircraft X from FL390 to FL370. I had a few aircraft in aircraft X's way at FL380 going south bound. I was going to wait until I had a clear opportunity to descend aircraft X.while that situation was going on; I had to space aircraft going to fll. Between sector 34 (norfolk) and my sector we had at least 8 fll we were sequencing. We were provided no assistance what so ever for bay 4 sectors 54 and 39. The fll arrivals were piled on top of each other. While that was going on I was working aircraft departing southbound climbing into the flow of traffic that was already established. I had to analyze each departure to see how they'd fit in with routes and altitude. Aircraft Z initially was at FL360. Snowhill sector 39 called and advised that aircraft Z wanted to climb to FL380. I did climb him before he was anywhere near aircraft X. But I think I was subconsciously thinking he was at FL360 because that was the initial altitude he was at when I took the handoff. I had my chance to descend aircraft X from FL390 to FL370. Moments later I had my chance to turn aircraft Z for the fll spacing. I turned aircraft Z into the path of the descending aircraft X. By the time I realized what I did; the conflict alert started going off. I immediately turned aircraft Z back to the south and turned aircraft X to the north. I was about to issue traffic calls when aircraft X reported seeing aircraft Z off to his right. I gave a position report of aircraft Z to aircraft X to let him know the situation was under control. The aircraft did get within 5 miles before I was able to gain 1000 feet of separation. Also a factor was the fact that we were using buec [back up emergency communications] frequencies at yorktown creating some issue with pilots understanding my clearances.another factor was that I had a d-side developmental who is not radar certified. He is not skilled enough to focus on aircraft on headings and descending. He noticed the situation at the same moment I did. By then; I was already taking action.another factor was that the controller at norfolk sector 34 was sitting next to me and training on the radar position. He was trying to work with me to space the fll aircraft. His experience is lower. He was requesting that I assign my aircraft on certain speeds without seeing the big picture of my traffic.another factor was the face that the aircraft Z pilot was foreign. It took him a little longer to start his turn away from aircraft X. I believe it was due the fact that he had to process the information into a different language.another factor is that I am working under a furlough status. I am worried that I will not receive a paycheck later this week. It is very stressful to work under these conditions. I am treated as if I don't matter from my commander and chief. I am being used as some sort of political pawn over a border wall. I just want to come to work and get paid for being at work. This situation is not beneficial to the flying public.1. Bay 4 sectors 54 and 39 could help establish something to help with fll and other florida airports for southbound traffic.2. Tmu could control the flow of fll aircraft so that there aren't so many piled together at the same time over the same area. 3. Frequencies and equipment could be upgraded to have clear communication.4. The furlough can end so my stress level can go down because I know that I am getting paid and providing for my family.

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Original NASA ASRS Text

Title: ZDC Controller reported a loss of separation due to many distractions including being furloughed.

Narrative: I was working Yorktown sector. I had an acceptable volume of traffic. However; the session was very complex. I needed to descend Aircraft X because the aircraft would have been in conflict with Aircraft Y at the same attitude going north bound into the next sector. Aircraft X was following Aircraft Y and was much faster. So for sequencing (Aircraft X landed JFK and the Aircraft Y landed HPN and JFK have to be under HPN anyway) I wanted to descend Aircraft X from FL390 to FL370. I had a few aircraft in Aircraft X's way at FL380 going south bound. I was going to wait until I had a clear opportunity to descend Aircraft X.While that situation was going on; I had to space aircraft going to FLL. Between Sector 34 (Norfolk) and my sector we had at least 8 FLL we were sequencing. We were provided no assistance what so ever for BAY 4 sectors 54 and 39. The FLL arrivals were piled on top of each other. While that was going on I was working aircraft departing southbound climbing into the flow of traffic that was already established. I had to analyze each departure to see how they'd fit in with routes and altitude. Aircraft Z initially was at FL360. Snowhill Sector 39 called and advised that Aircraft Z wanted to climb to FL380. I did climb him before he was anywhere near Aircraft X. But I think I was subconsciously thinking he was at FL360 because that was the initial altitude he was at when I took the handoff. I had my chance to descend Aircraft X from FL390 to FL370. Moments later I had my chance to turn Aircraft Z for the FLL spacing. I turned Aircraft Z into the path of the descending Aircraft X. By the time I realized what I did; the conflict alert started going off. I immediately turned Aircraft Z back to the south and turned Aircraft X to the north. I was about to issue traffic calls when Aircraft X reported seeing Aircraft Z off to his right. I gave a position report of Aircraft Z to Aircraft X to let him know the situation was under control. The aircraft did get within 5 miles before I was able to gain 1000 feet of separation. Also a factor was the fact that we were using BUEC [Back Up Emergency Communications] frequencies at Yorktown creating some issue with pilots understanding my clearances.Another factor was that I had a D-side Developmental who is not RADAR certified. He is not skilled enough to focus on aircraft on headings and descending. He noticed the situation at the same moment I did. By then; I was already taking action.Another factor was that the controller at Norfolk Sector 34 was sitting next to me and training on the RADAR position. He was trying to work with me to space the FLL aircraft. His experience is lower. He was requesting that I assign my aircraft on certain speeds without seeing the big picture of my traffic.Another factor was the face that the Aircraft Z pilot was foreign. It took him a little longer to start his turn away from Aircraft X. I believe it was due the fact that he had to process the information into a different language.Another factor is that I am working under a furlough status. I am worried that I will not receive a paycheck later this week. It is very stressful to work under these conditions. I am treated as if I don't matter from my Commander and Chief. I am being used as some sort of political pawn over a border wall. I just want to come to work and get paid for being at work. This situation is not beneficial to the flying public.1. Bay 4 sectors 54 and 39 could help establish something to help with FLL and other Florida airports for southbound traffic.2. TMU could control the flow of FLL aircraft so that there aren't so many piled together at the same time over the same area. 3. Frequencies and equipment could be upgraded to have clear communication.4. The furlough can end so my stress level can go down because I know that I am getting paid and providing for my family.

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.