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Abq approach controller reported that a VFR aircraft descended below its assigned altitude and caused an near midair collision.
| Attributes | |
| ACN | 1695435 |
| Time | |
| Date | 201910 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | ABQ.TRACON |
| State Reference | NM |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Medium Large Transport |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Initial Climb |
| Route In Use | Direct |
| Flight Plan | IFR |
| Aircraft 2 | |
| Make Model Name | Small Aircraft |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Descent |
| Route In Use | VFR Route |
| Flight Plan | VFR |
| Person 1 | |
| Function | Approach Departure |
| Qualification | Air Traffic Control Developmental |
| Person 2 | |
| Function | Pilot Not Flying First Officer |
| Qualification | Flight Crew Air Transport Pilot (ATP) Flight Crew Multiengine Flight Crew Instrument |
| Experience | Flight Crew Total 9030 |
| Events | |
| Anomaly | ATC Issue All Types Conflict NMAC Deviation - Altitude Excursion From Assigned Altitude Deviation - Procedural Published Material / Policy Deviation - Procedural Clearance Deviation - Speed All Types |
Narrative:
While in training on approach; aircraft X responded to an RA climbing into the flight path of aircraft Y. Aircraft Y; was a VFR inbound from the east-southeast. On initial contact I restricted him at or above 10;500 feet. Once he was 18 miles e-se; I revised the altitude to 9;500 feet to protect for the departure corridor. About 10 miles later; on his westbound heading to enter right traffic for I noticed he descended through the restriction. At this time I had aircraft X departing SID. I instructed aircraft X to climb unrestricted to 20;000 feet; expecting him to climb at a better rate than the SID so he would be above aircraft Y upon merging. I issued traffic to aircraft Y on aircraft X. I was then distracted by an aircraft 20 miles to the south reporting one minute prior to jumpers away; who had never called me on initial departure to begin with. Once I issued the parachute operation phraseology; I looked back at aircraft X and noticed he had not climbed as expected and was a direct factor with aircraft Y. I issued a 190 heading to aircraft Y and an expedite through 10;000 feet to aircraft X; but it was too late; as aircraft X reported responding to an RA.once noticing aircraft Y descended through his restriction; I should have made him climb back up or turned him. There was miscommunication with my trainer; as he told me to just let him descend although I told him I had a departure coming off. I also should have told aircraft X no delay through 10;000 feet when I issued the unrestricted climb. I could have turned aircraft Y out of the way sooner as well. The skydive aircraft should not have been my priority and took my attention away from separation. Once noticing the imminent conflict I should have stopped aircraft X at 8;000 ft. And turned away from the 8;400 feet MVA; climbing aircraft Y instead of issuing a turn. A traffic alert was also warranted.
Original NASA ASRS Text
Title: ABQ Approach Controller reported that a VFR aircraft descended below its assigned altitude and caused an NMAC.
Narrative: While in training on Approach; Aircraft X responded to an RA climbing into the flight path of Aircraft Y. Aircraft Y; was a VFR inbound from the East-Southeast. On initial contact I restricted him at or above 10;500 feet. Once he was 18 miles E-SE; I revised the altitude to 9;500 feet to protect for the departure corridor. About 10 miles later; on his westbound heading to enter right traffic for I noticed he descended through the restriction. At this time I had Aircraft X departing SID. I instructed Aircraft X to climb unrestricted to 20;000 feet; expecting him to climb at a better rate than the SID so he would be above Aircraft Y upon merging. I issued traffic to Aircraft Y on Aircraft X. I was then distracted by an aircraft 20 miles to the south reporting one minute prior to jumpers away; who had never called me on initial departure to begin with. Once I issued the parachute operation phraseology; I looked back at Aircraft X and noticed he had not climbed as expected and was a direct factor with Aircraft Y. I issued a 190 heading to Aircraft Y and an expedite through 10;000 feet to Aircraft X; but it was too late; as Aircraft X reported responding to an RA.Once noticing Aircraft Y descended through his restriction; I should have made him climb back up or turned him. There was miscommunication with my trainer; as he told me to just let him descend although I told him I had a departure coming off. I also should have told Aircraft X no delay through 10;000 feet when I issued the unrestricted climb. I could have turned Aircraft Y out of the way sooner as well. The skydive aircraft should not have been my priority and took my attention away from separation. Once noticing the imminent conflict I should have stopped Aircraft X at 8;000 ft. and turned away from the 8;400 feet MVA; climbing Aircraft Y instead of issuing a turn. A traffic alert was also warranted.
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.