Potential less than standard separation between corp jet and air carrier. Controller corrected in ti...

Attributes
ACN	90900
Time
Date	198807
Day	Sun
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : pih
State Reference	ID
Altitude	msl bound lower : 28000 msl bound upper : 31000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zlc
Operator	general aviation : corporate
Make Model Name	Light Transport, Low Wing, 2 Turbojet Eng
Flight Phase	cruise other descent other
Route In Use	enroute : on vectors
Flight Plan	IFR
Aircraft 2
Operator	common carrier : air carrier
Make Model Name	Large Transport, Low Wing, 3 Turbojet Eng
Flight Phase	climbout : intermediate altitude
Route In Use	enroute : on vectors
Flight Plan	IFR
Person 1
Affiliation	government : faa
Function	controller : radar
Qualification	controller : radar
ASRS Report	90900
Person 2
Affiliation	Other
Function	flight crew : captain oversight : pic
Qualification	pilot : commercial pilot : instrument
Events
Anomaly	conflict : airborne less severe
Independent Detector	other controllera
Resolutory Action	controller : issued new clearance other
Consequence	Other
Miss Distance	horizontal : 90000 vertical : 700
Supplementary
Primary Problem	Ambiguous
Air Traffic Incident	other

Narrative:

Two controllers were working sector 4 and 5 combined. Traffic was busy (moderate to heavy). Aircraft X, climbing to FL290 eastbound, had leveled off at FL290. Air carrier Y was climbing to FL310 northbound. I got busy with other aircraft in the sector and overlooked the potential problem (hot day, slow climb rate). My d-man pointed potential conflict when aircraft were about 15 mi apart. Y was out of FL297 and level at FL290. The situation was not unsafe as X and Y were separated by 700' and increasing, but I did not want to lose sep. I gave an immediate left to X and an immediate right turn to Y and then an immediate descent to X to FL280. Sep was never lost and the only bad thing was my lack of preplanning in having to give aircraft instructions using 'immediately.' due to short staffing we usually have to keep the sectors together so we can get breaks. My failure in this case was to get too busy. I am 46, a controller for 28 yrs and I am starting to slow down. Safety was not compromised but the potential was there.

Original NASA ASRS Text

Title: POTENTIAL LESS THAN STANDARD SEPARATION BETWEEN CORP JET AND ACR. CTLR CORRECTED IN TIME.

Narrative: TWO CTLRS WERE WORKING SECTOR 4 AND 5 COMBINED. TFC WAS BUSY (MODERATE TO HVY). ACFT X, CLBING TO FL290 EBND, HAD LEVELED OFF AT FL290. ACR Y WAS CLBING TO FL310 NBND. I GOT BUSY WITH OTHER ACFT IN THE SECTOR AND OVERLOOKED THE POTENTIAL PROB (HOT DAY, SLOW CLB RATE). MY D-MAN POINTED POTENTIAL CONFLICT WHEN ACFT WERE ABOUT 15 MI APART. Y WAS OUT OF FL297 AND LEVEL AT FL290. THE SITUATION WAS NOT UNSAFE AS X AND Y WERE SEPARATED BY 700' AND INCREASING, BUT I DID NOT WANT TO LOSE SEP. I GAVE AN IMMEDIATE LEFT TO X AND AN IMMEDIATE RIGHT TURN TO Y AND THEN AN IMMEDIATE DSCNT TO X TO FL280. SEP WAS NEVER LOST AND THE ONLY BAD THING WAS MY LACK OF PREPLANNING IN HAVING TO GIVE ACFT INSTRUCTIONS USING 'IMMEDIATELY.' DUE TO SHORT STAFFING WE USUALLY HAVE TO KEEP THE SECTORS TOGETHER SO WE CAN GET BREAKS. MY FAILURE IN THIS CASE WAS TO GET TOO BUSY. I AM 46, A CTLR FOR 28 YRS AND I AM STARTING TO SLOW DOWN. SAFETY WAS NOT COMPROMISED BUT THE POTENTIAL WAS THERE.

Data retrieved from NASA's ASRS site as of August 2007 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.

Potential less than standard separation between corp jet and air carrier. Controller corrected in time.