Narrative:

Citation jet eastbound on vectors for visual approach 28R at boi was level at 6000 ft. C550 was descended to 5000 ft and then cleared for the visual approach. C550 did not start descent right away and continued eastbound. Premier jet also eastbound on vectors for visual approach 28L level at 8000 ft. After visual approach given to C550; PRM1 descended to 7000 ft. Traffic issued to C550 at 1230 ft and 2 mi. PRM1 considerably faster at this point. I observed PRM1 descending through 6800 ft and issued 6500 ft (needed for MVA to the east) and restated last assigned altitude as 7000 ft. He replied that last assigned altitude was 6000 ft. At this point; PRM1 had pulled ahead to the east to have 3+ mi; and C550 had started his descent and base turn. It was closer than I wanted it to be. I am unsure whether I issued 6000 ft to the PRM1 or he had the wrong altitude. I am hopeful that I did not issue 6000 ft; as that possibly would have been an MVA conflict if the PRM1 had stayed on east vectors. Lesson learned: stay more vigilant on readback/hearback items; and more closely monitor traffic. Possible contributors to my performance that day: I was working an afternoon overtime shift on the day after a mid shift; and was not completely rested; so fatigue was part of it. Our facility is very short staffed due to irresponsible FAA neglect in planning; and 6-DAY weeks with mandatory overtime are the norm. This is the second yr we are working the 6-DAY weeks; and people are getting tired and burned out; and I worry about performance issues in the future.

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Original NASA ASRS Text

Title: BOI APCH CTLR DESCRIBED NEAR LOSS OF SEPARATION EVENT DURING VIS APCH PROCS WHEN POSSIBLE INCORRECT CLRNC READBACK WAS MISSED.

Narrative: CITATION JET EBOUND ON VECTORS FOR VISUAL APCH 28R AT BOI WAS LEVEL AT 6000 FT. C550 WAS DSNDED TO 5000 FT AND THEN CLRED FOR THE VISUAL APCH. C550 DID NOT START DSCNT RIGHT AWAY AND CONTINUED EBOUND. PREMIER JET ALSO EBOUND ON VECTORS FOR VISUAL APCH 28L LEVEL AT 8000 FT. AFTER VISUAL APCH GIVEN TO C550; PRM1 DSNDED TO 7000 FT. TFC ISSUED TO C550 AT 1230 FT AND 2 MI. PRM1 CONSIDERABLY FASTER AT THIS POINT. I OBSERVED PRM1 DSNDING THROUGH 6800 FT AND ISSUED 6500 FT (NEEDED FOR MVA TO THE E) AND RESTATED LAST ASSIGNED ALT AS 7000 FT. HE REPLIED THAT LAST ASSIGNED ALT WAS 6000 FT. AT THIS POINT; PRM1 HAD PULLED AHEAD TO THE E TO HAVE 3+ MI; AND C550 HAD STARTED HIS DSCNT AND BASE TURN. IT WAS CLOSER THAN I WANTED IT TO BE. I AM UNSURE WHETHER I ISSUED 6000 FT TO THE PRM1 OR HE HAD THE WRONG ALT. I AM HOPEFUL THAT I DID NOT ISSUE 6000 FT; AS THAT POSSIBLY WOULD HAVE BEEN AN MVA CONFLICT IF THE PRM1 HAD STAYED ON E VECTORS. LESSON LEARNED: STAY MORE VIGILANT ON READBACK/HEARBACK ITEMS; AND MORE CLOSELY MONITOR TFC. POSSIBLE CONTRIBUTORS TO MY PERFORMANCE THAT DAY: I WAS WORKING AN AFTERNOON OVERTIME SHIFT ON THE DAY AFTER A MID SHIFT; AND WAS NOT COMPLETELY RESTED; SO FATIGUE WAS PART OF IT. OUR FACILITY IS VERY SHORT STAFFED DUE TO IRRESPONSIBLE FAA NEGLECT IN PLANNING; AND 6-DAY WKS WITH MANDATORY OVERTIME ARE THE NORM. THIS IS THE SECOND YR WE ARE WORKING THE 6-DAY WKS; AND PEOPLE ARE GETTING TIRED AND BURNED OUT; AND I WORRY ABOUT PERFORMANCE ISSUES IN THE FUTURE.

Data retrieved from NASA's ASRS site as of May 2009 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.