Narrative:

I was training a developmental on the arrival east position. I had taken over the position from the trainee because it had gotten busy and he fell pretty far behind and was about to run downwind traffic and base leg traffic together descending through the same altitudes. I got the situation back under control and switched all the aircraft to the tower. There was only 1 aircraft left on frequency so I gave the position back to the trainee. I was discussing the previous situation with him when I noticed he had a point out tagged on his scope at 11;000 through the tyger arrival box. Tyger jet arrivals are assigned 12;000 by ZKC and normally assigned 10;000 on initial contact with our approach control facility. He had accepted a hand off on air carrier X while I was talking to him; I had not heard air carrier X check on but I asked my trainee if he had. My trainee replied that air carrier X was on frequency. I asked him if he had left air carrier X at 12;000. My trainee did not answer my question. So I keyed the mike and asked air carrier X to verify maintaining 12;000. Air carrier X said negative; ten thousand. Air carrier X's; 'mode C altitude was 120'; so I issued a traffic alert to air carrier X and instructed him to climb back to 12;000. I wanted to vector air carrier X to go behind the point out; but traffic was approximately 10 o'clock and 15 miles. I judged a turn to go behind would not work. I tried to get the departure east controller's attention with a shout thinking that controller had a better chance of vectoring to go behind; but the controller was involved in a position relief briefing and did not hear me. Air carrier X's mode C continued decreasing so I issued a right turn to heading 360. I put a 3 mile 'J' ring on the point out aircraft and realized I was not going to have 3 miles. Air carrier X's mode C now indicated 110 and I issued another traffic alert to him with a right turn to heading 050 and climb to 120 no delay. The departure east controller descended their aircraft to help avoid a loss of separation. The turn to air carrier X worked and he never touched the 3 mile 'J'-ring of the pointed out aircraft. Air carrier X was now at 12;000 feet so I turned him back towards the airport and issued an apology. Recommendation; I set a scope up to watch when I train and peek at my trainee's scope too. My scope did not display the point out in yellow. If it was I would have noticed the point out sooner; I may have been able to intervene earlier. I know there is a keyboard command to pair 2 scopes together. I plan on finding out the command as soon as I return to work.

Google
 

Original NASA ASRS Text

Title: MCI Controller providing OJT described a near loss of separation event when failing to note the altitude issued by the developmental to an arrival aircraft that subsequently conflicted with another aircraft.

Narrative: I was training a Developmental on the Arrival East position. I had taken over the position from the trainee because it had gotten busy and he fell pretty far behind and was about to run downwind traffic and base leg traffic together descending through the same altitudes. I got the situation back under control and switched all the aircraft to the Tower. There was only 1 aircraft left on frequency so I gave the position back to the trainee. I was discussing the previous situation with him when I noticed he had a point out tagged on his scope at 11;000 through the Tyger Arrival box. Tyger jet arrivals are assigned 12;000 by ZKC and normally assigned 10;000 on initial contact with our Approach Control facility. He had accepted a hand off on Air Carrier X while I was talking to him; I had not heard Air Carrier X check on but I asked my trainee if he had. My trainee replied that Air Carrier X was on frequency. I asked him if he had left Air Carrier X at 12;000. My trainee did not answer my question. So I keyed the mike and asked Air Carrier X to verify maintaining 12;000. Air Carrier X said negative; ten thousand. Air Carrier X's; 'Mode C altitude was 120'; so I issued a traffic alert to Air Carrier X and instructed him to climb back to 12;000. I wanted to vector Air Carrier X to go behind the point out; but traffic was approximately 10 o'clock and 15 miles. I judged a turn to go behind would not work. I tried to get the Departure East Controller's attention with a shout thinking that Controller had a better chance of vectoring to go behind; but the Controller was involved in a position relief briefing and did not hear me. Air Carrier X's Mode C continued decreasing so I issued a right turn to heading 360. I put a 3 mile 'J' ring on the point out aircraft and realized I was not going to have 3 miles. Air Carrier X's Mode C now indicated 110 and I issued another traffic alert to him with a right turn to heading 050 and climb to 120 no delay. The Departure East Controller descended their aircraft to help avoid a loss of separation. The turn to Air Carrier X worked and he never touched the 3 mile 'J'-ring of the pointed out aircraft. Air Carrier X was now at 12;000 feet so I turned him back towards the airport and issued an apology. Recommendation; I set a scope up to watch when I train and peek at my trainee's scope too. My scope did not display the point out in yellow. If it was I would have noticed the point out sooner; I may have been able to intervene earlier. I know there is a keyboard command to pair 2 scopes together. I plan on finding out the command as soon as I return to work.

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.