Narrative:

I was relieving another controller working final at mco; and the brief was giving that law enforcement aircraft X was a point out 2 south of orlando executive airport on a 6 mile final for orlando international airport at 1500 ft and aircraft Y was 5 miles north of aircraft X at 3000 ft; descending to mco talking to tower. I saw the possible conflict between the two aircraft; I attempted to call aircraft Y; two aircraft targets merged and the conflict alerts went off. The targets were at 1600 ft and 1700 ft 6 north of mco on final for runway 18R. I continued to work the final position when a supervisor questioned the possible conflict. I explained what I saw and thought everything was fine. I was told that there is an investigation on a possible near mid air between the two aircraft and till this point; I don't know if I am involved at this time. The cause of the problem; I think; #1- is assuming the previous controllers experience is as good or better than my experience. #2- not having law enforcement or any other aircraft circling for surveillance or just taking pictures on or near the final or of the departing end of a major international airport runway; (which is common practice at mco); we are told to work with what management coordinates regardless of the traffic flow. #3- having inexperienced controllers in a split facility on position watching instead of resolving a situation that could have been easily avoided. Once again; FAA management thinks splitting a tower/TRACON facility will solve any staffing problem that may occur and in the mean time disregard any concern about safety to the flying public. If there was an experienced radar controller in that tower position; this situation would have never occurred.

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Original NASA ASRS Text

Title: MCO Approach Controller described an NMAC event involving a law enforcement aircraft conducting surveillance with an air carrier aircraft near the final approach course.

Narrative: I was relieving another controller working final at MCO; and the brief was giving that law enforcement Aircraft X was a point out 2 south of Orlando Executive Airport on a 6 mile final for Orlando International Airport at 1500 FT and Aircraft Y was 5 miles north of Aircraft X at 3000 FT; descending to MCO talking to Tower. I saw the possible conflict between the two aircraft; I attempted to call Aircraft Y; two aircraft targets merged and the conflict alerts went off. The targets were at 1600 FT and 1700 FT 6 north of MCO on final for Runway 18R. I continued to work the final position when a Supervisor questioned the possible conflict. I explained what I saw and thought everything was fine. I was told that there is an investigation on a possible near mid air between the two aircraft and till this point; I don't know if I am involved at this time. The cause of the problem; I think; #1- is assuming the previous Controllers experience is as good or better than my experience. #2- not having law enforcement or any other aircraft circling for surveillance or just taking pictures on or near the final or of the departing end of a major international airport runway; (which is common practice at MCO); we are told to work with what Management coordinates regardless of the traffic flow. #3- Having inexperienced controllers in a split facility on position watching instead of resolving a situation that could have been easily avoided. Once again; FAA Management thinks splitting a tower/TRACON facility will solve any staffing problem that may occur and in the mean time disregard any concern about safety to the flying public. If there was an experienced radar controller in that tower position; this situation would have never occurred.

Data retrieved from NASA's ASRS site as of April 2012 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.