Narrative:

A C402 was on the left downwind for what I thought was runway 4R with level 4/5 weather outside of ten miles. I felt that I had to get the C402 into the airport before being impacted by this weather. I had an E190 on final to runway 4R and wanted to get the C402 in front of him. The C402 kept saying he had the airport in sight and I knew from working them that the C402 pilots generally kept their speed up on final longer than the larger air carriers. The tower also provides visual separation if standard separation starts to diminish; so I thought it would be okay. The C402 then said that he was expecting runway 4L and I cleared him for the visual approach to runway 4L. The tower does not provide visual separation unless it is to the same runway. In the meantime the weather was starting to impact the final approach course and the transfer of control points for the feeder sector. I was getting aircraft at unusual headings and altitudes. A foreign air carrier also was congesting the frequency with requests that were not recognizable. The foreign air carrier continuously repeated calls while I was trying to straighten out this situation. This along with the weather and the training on the feeder position really made this situation complex. Recommend more communication; using a single downwind away from the weather; keeping all controllers aware of the changing weather conditions and the use of a single runway. I am sure the supervisor was saying this but with all the weather deviations and training I did not hear and I don't think all the sectors heard or understood this. Recommend a change of runway before the weather made this much of an impact on the final approach course.

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Original NASA ASRS Text

Title: A90 Controller described a loss of separation when he misjudged the separation required between a C402 followed by an E190 on final. The reporter listed distractions and failed intra facility communications as causal factors.

Narrative: A C402 was on the left downwind for what I thought was Runway 4R with Level 4/5 weather outside of ten miles. I felt that I had to get the C402 into the airport before being impacted by this weather. I had an E190 on final to Runway 4R and wanted to get the C402 in front of him. The C402 kept saying he had the airport in sight and I knew from working them that the C402 pilots generally kept their speed up on final longer than the larger air carriers. The Tower also provides visual separation if standard separation starts to diminish; so I thought it would be okay. The C402 then said that he was expecting Runway 4L and I cleared him for the visual approach to Runway 4L. The Tower does not provide visual separation unless it is to the same runway. In the meantime the weather was starting to impact the final approach course and the transfer of control points for the feeder sector. I was getting aircraft at unusual headings and altitudes. A foreign air carrier also was congesting the frequency with requests that were not recognizable. The foreign air carrier continuously repeated calls while I was trying to straighten out this situation. This along with the weather and the training on the feeder position really made this situation complex. Recommend more communication; using a single downwind away from the weather; keeping all controllers aware of the changing weather conditions and the use of a single runway. I am sure the supervisor was saying this but with all the weather deviations and training I did not hear and I don't think all the sectors heard or understood this. Recommend a change of runway before the weather made this much of an impact on the final approach course.

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.