Narrative:

I am conducting training at the radar assistant position (D side). Las TRACON called saying they needed higher on a G4 saying that the aircraft got a little away from them. They needed higher to avoid a separation error with CRJ9. G4 had a 60 KT over take on CRJ9 and was already at an altitude (400 ft) above; however both aircraft were assigned FL190. While on the landline with las; the trainee approves G4 to climb to FL220. Las didn't mention that G4 was on a vector of 165. At the same time the trainee is on the landline talking to las; CRJ9 checks on frequency and is climbed to FL230 by the radar controller because he doesn't know G4 is climbing to FL220. Additionally; G4 is at the tri-boundry of three sectors which requires two pointouts to be made. There was not enough time to make point outs to both sectors which resulted in only one sector approving the pointout while G4 climbed through FL190 at the sector boundary. Once the trainee gets off the landline for the pointout; I tell him to put FL220 in the data block so that the radar controllers knows G4 is climbing (not stopping at FL190). I was not aware that CRJ9 had checked on frequency and was climbed to FL230. The trainee and I were on the landline when CRJ9 was issued FL230; and we did not see that FL230 was placed in the data block after we completed coordination with las. There were four or five data blocks in close/overlapping proximity at the time. I did not expect las to switch CRJ9 to center frequency prior to ensuring G4 was at least 1;000 ft above the CRJ9; and I thought the r-side heard me tell the trainee to put FL220 in G4's data block. After the trainee put FL220 in G4's data; I was talking to the trainee about how the situation could have been handled better when the conflict alert activated. Again; I was not aware that CRJ9 had checked on frequency already. I recommend pre-coordination with all controllers/sectors involved prior to granting approval for G4 to climb out of approach control airspace. It may not have however prevented the situation from occurring at all; but it would have prevented it from occurring in center airspace. The LOA between ZLA and las states that ZLA has control to climb departures assigned FL190; therefore las should not have switched CRJ9 to ZLA frequency while on the landline with radar assist to approve a climb for the faster in-trail aircraft (whom is already above the leading aircraft). Helping to resolve a bad situation resulted in creating another.

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Original NASA ASRS Text

Title: Two jet departures from LAS airspace were entering ZLA airspace assigned the same altitude with the trailing aircraft overtaking. While the 'D' side trainee approved higher altitude for the trailing aircraft; the Radar Controller climbed the lead aircraft; resulting in a confliction.

Narrative: I am conducting training at the radar assistant position (D side). LAS TRACON called saying they needed higher on a G4 saying that the aircraft got a little away from them. They needed higher to avoid a separation error with CRJ9. G4 had a 60 KT over take on CRJ9 and was already at an altitude (400 FT) above; however both aircraft were assigned FL190. While on the landline with LAS; the trainee approves G4 to climb to FL220. LAS didn't mention that G4 was on a vector of 165. At the same time the trainee is on the landline talking to LAS; CRJ9 checks on frequency and is climbed to FL230 by the Radar Controller because he doesn't know G4 is climbing to FL220. Additionally; G4 is at the tri-boundry of three sectors which requires two pointouts to be made. There was not enough time to make point outs to both sectors which resulted in only one sector approving the pointout while G4 climbed through FL190 at the sector boundary. Once the trainee gets off the landline for the pointout; I tell him to put FL220 in the data block so that the Radar Controllers knows G4 is climbing (not stopping at FL190). I was not aware that CRJ9 had checked on frequency and was climbed to FL230. The trainee and I were on the landline when CRJ9 was issued FL230; and we did not see that FL230 was placed in the data block after we completed coordination with LAS. There were four or five data blocks in close/overlapping proximity at the time. I did not expect LAS to switch CRJ9 to Center frequency prior to ensuring G4 was at least 1;000 FT above the CRJ9; and I thought the R-side heard me tell the trainee to put FL220 in G4's data block. After the trainee put FL220 in G4's data; I was talking to the trainee about how the situation could have been handled better when the conflict alert activated. Again; I was not aware that CRJ9 had checked on frequency already. I recommend pre-coordination with all controllers/sectors involved prior to granting approval for G4 to climb out of approach control airspace. It may not have however prevented the situation from occurring at all; but it would have prevented it from occurring in center airspace. The LOA between ZLA and LAS states that ZLA has control to climb departures assigned FL190; therefore LAS should not have switched CRJ9 to ZLA frequency while on the landline with radar assist to approve a climb for the faster in-trail aircraft (whom is already above the leading aircraft). Helping to resolve a bad situation resulted in creating another.

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.