Narrative:

This was a busy session as well as complex. I was working the arrival and final positions combined. I was the only arrival controller available this late in the shift. I cleared air carrier X for the straight in visual to runway 7L. I vectored air carrier Y from the north for a visual to runway 8. These runways are separated by less than 4;300 ft. I am not sure if air carrier Y was established on a 30 degree intercept heading before losing standard separation with air carrier X on final for runway 7L. I have labeled this session busy and complex for several reasons. We have had major changes to procedures; airspace; and letters of agreement. This was my second day working with these changes. I am still not completely familiar and comfortable with these changes. With that being said one of the biggest impacts as an arrival controller has been the new RNAV arrivals. I felt during this session somewhat out of control of the arrival aircraft with limited options to establish a feeling of control. This is due to the altitude of the arrival procedures and speed. The aircraft are so high and the airspace is so restrictive that if I wanted to slow aircraft down to improve my current traffic situation I run a high risk of not staying in my airspace. If I am not able to stay in my airspace I impact the departure controller who is already vectoring around my aircraft. During this session I chose to get my aircraft at a lower altitude in my airspace and then slow down. This added greatly to the complexity. Another drawback currently associated to these arrivals is the runway transitions. I worked 15-20 aircraft during this session. Of those; maybe 3 aircraft checked in properly identifying the correct RNAV arrival and associated runway transition. I spent a lot of time verifying this information. Again this was on almost all aircraft. My lack of familiarity with the procedures and airspace and additional work load due to the lack of proper check in compliance really made this session difficult. It took me out of the rhythm I normally have working these positions. I think one change that should maybe happen; at least for the next couple of weeks; is to staff two controllers for each side; arrival and departure; until later in the shift. Had there been another controller staffed we could have kept the arrival and final positions de-combined and my workload would have been reduced. I suggest the next couple of weeks since we are all still getting used to the changes and I feel it may takes us all that long or longer to be completely comfortable. I also think there needs to be some dialog with the airlines about proper check in phraseology. I have spent a lot of time the last two days verifying check in information because of the new arrival and runway transitions. This creates an additional workload that could be easily relieved thorough proper use of procedures on the pilot's part.

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Original NASA ASRS Text

Title: P50 Controller experienced a loss of separation event during late night visual approach operations to the Runway 8 complex; noting additional staffing and lack of familiarity with new procedures as causal factors.

Narrative: This was a busy session as well as complex. I was working the arrival and final positions combined. I was the only Arrival Controller available this late in the shift. I cleared Air Carrier X for the straight in visual to Runway 7L. I vectored Air Carrier Y from the north for a visual to Runway 8. These runways are separated by less than 4;300 FT. I am not sure if Air Carrier Y was established on a 30 degree intercept heading before losing standard separation with Air Carrier X on final for Runway 7L. I have labeled this session busy and complex for several reasons. We have had major changes to procedures; airspace; and Letters of Agreement. This was my second day working with these changes. I am still not completely familiar and comfortable with these changes. With that being said one of the biggest impacts as an Arrival Controller has been the new RNAV arrivals. I felt during this session somewhat out of control of the arrival aircraft with limited options to establish a feeling of control. This is due to the altitude of the arrival procedures and speed. The aircraft are so high and the airspace is so restrictive that if I wanted to slow aircraft down to improve my current traffic situation I run a high risk of not staying in my airspace. If I am not able to stay in my airspace I impact the Departure Controller who is already vectoring around my aircraft. During this session I chose to get my aircraft at a lower altitude in my airspace and then slow down. This added greatly to the complexity. Another drawback currently associated to these arrivals is the runway transitions. I worked 15-20 aircraft during this session. Of those; maybe 3 aircraft checked in properly identifying the correct RNAV arrival and associated runway transition. I spent a lot of time verifying this information. Again this was on almost all aircraft. My lack of familiarity with the procedures and airspace and additional work load due to the lack of proper check in compliance really made this session difficult. It took me out of the rhythm I normally have working these positions. I think one change that should maybe happen; at least for the next couple of weeks; is to staff two controllers for each side; arrival and departure; until later in the shift. Had there been another Controller staffed we could have kept the arrival and final positions de-combined and my workload would have been reduced. I suggest the next couple of weeks since we are all still getting used to the changes and I feel it may takes us all that long or longer to be completely comfortable. I also think there needs to be some dialog with the airlines about proper check in phraseology. I have spent a lot of time the last two days verifying check in information because of the new arrival and runway transitions. This creates an additional workload that could be easily relieved thorough proper use of procedures on the pilot's part.

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.