Narrative:

I was ojti for a radar developmental on the two sectors combined. Sector 21 and 22 are combined most of the time. Sector 21 is low altitude and handles the class B airport and its terminal area departures to the north. A turbo commander was a departure off a satellite airport on a SID departure. When the turbo commander came over to us he was over on the west side of the north departure gate. We climbed the turbo commander to FL260; the flight planned altitude. The turbo commander was climbing at 200 to 300 ft per radar update; or probably at least 1;500 FPM. At about the same time we took the hand off on a CRJ2 on the same SID and in front of the turbo commander. Then hand offs were started on a second CRJ2 on the same SID but different transition and an A319 on a nearby transition. Me and the trainee looked at and assessed the fact that both the second CRJ2 and the A319 would catch and cross out with the turbo commander. At this time we observed that the turbo commander was climbing out of FL253 and still climbing at around 1;500 FPM. Then north departure called and coordinated that the second crj was assigned 280 KTS or greater and the A319 and the two behind were assigned 280 KTS. When the second CRJ2 and the A319 shipped to us the turbo commander was observed out of at least FL255 so we climbed both the second CRJ2 and the A319 to FL250. At this time the next two trailing departures were handed to us and we took the hand offs. At this point we were still waiting for communications on the first CRJ2. The trainee radioed to see if the first CRJ2 was on frequency; which he was not. We noticed that the first CRJ2 was left of course and figured north departure had him vectored out for some reason; but anticipated him on course direct when he came over. Shortly there after the first CRJ2 checked on and reported they were deviating a little left of course and asked if a shortcut to their next fix was available for weather. This deviation turned the first CRJ2 across in front of the turbo commander and also into the second CRJ2 and the A319. With 280 KTS or greater assigned to the second CRJ2 and no speed to the first CRJ2 there was a 50-60 KT over take. We did not respond to the first CRJ2 on initial check on; instead I had the trainee shortcut the second CRJ2 and the A319 to clear the direct route for the first CRJ2. Then we cleared the first CRJ2 direct to his next fix and to climb to FL260. Then we went back and stopped the first CRJ2's climb at FL220; underneath the first CRJ2; until the shortcut routes had taken affect and we were sure lateral separation was insured. At this point I noticed that the turbo commander still was not level at FL260 and the A319 was level at FL250 and inside the halo on the turbo commander; but on diverging courses now. I brought to the trainee's attention that the turbo commander wasn't level yet at which time the trainee radioed and verified the turbo commander was climbing to FL260. The pilot of the turbo commander responded something to the affect; 'affirmative; but it looks like we stopped a little low and we'll continue the climb. 'Conflict alert' had activated between the turbo commander and the A319; but both the trainee and I had disregarded it because we had observed the turbo commander out of FL255 at a good climb rate before FL250 was issued to the A319. Recommendation; a closer monitor of the turbo commander climb to recognize and catch that the climb had stopped at FL257 and query the pilot before the A319 got to FL247.

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Original NASA ASRS Text

Title: Enroute Controller providing OJT described a loss of separation event involving several cross over aircraft operations; noting a failure to fully comprehend.

Narrative: I was OJTI for a RADAR developmental on the two sectors combined. Sector 21 and 22 are combined most of the time. Sector 21 is low altitude and handles the Class B airport and its terminal area departures to the north. A Turbo Commander was a departure off a satellite airport on a SID departure. When the Turbo Commander came over to us he was over on the west side of the north departure gate. We climbed the Turbo Commander to FL260; the flight planned altitude. The Turbo Commander was climbing at 200 to 300 FT per RADAR update; or probably at least 1;500 FPM. At about the same time we took the hand off on a CRJ2 on the same SID and in front of the Turbo Commander. Then hand offs were started on a second CRJ2 on the same SID but different transition and an A319 on a nearby transition. Me and the trainee looked at and assessed the fact that both the second CRJ2 and the A319 would catch and cross out with the Turbo Commander. At this time we observed that the Turbo Commander was climbing out of FL253 and still climbing at around 1;500 FPM. Then North Departure called and coordinated that the second CRJ was assigned 280 KTS or greater and the A319 and the two behind were assigned 280 KTS. When the second CRJ2 and the A319 shipped to us the Turbo Commander was observed out of at least FL255 so we climbed both the second CRJ2 and the A319 to FL250. At this time the next two trailing departures were handed to us and we took the hand offs. At this point we were still waiting for communications on the first CRJ2. The trainee radioed to see if the first CRJ2 was on frequency; which he was not. We noticed that the first CRJ2 was left of course and figured North Departure had him vectored out for some reason; but anticipated him on course direct when he came over. Shortly there after the first CRJ2 checked on and reported they were deviating a little left of course and asked if a shortcut to their next fix was available for weather. This deviation turned the first CRJ2 across in front of the Turbo Commander and also into the second CRJ2 and the A319. With 280 KTS or greater assigned to the second CRJ2 and no speed to the first CRJ2 there was a 50-60 KT over take. We did not respond to the first CRJ2 on initial check on; instead I had the trainee shortcut the second CRJ2 and the A319 to clear the direct route for the first CRJ2. Then we cleared the first CRJ2 direct to his next fix and to climb to FL260. Then we went back and stopped the first CRJ2's climb at FL220; underneath the first CRJ2; until the shortcut routes had taken affect and we were sure lateral separation was insured. At this point I noticed that the Turbo Commander still was not level at FL260 and the A319 was level at FL250 and inside the halo on the Turbo Commander; but on diverging courses now. I brought to the trainee's attention that the Turbo Commander wasn't level yet at which time the trainee radioed and verified the Turbo Commander was climbing to FL260. The pilot of the Turbo Commander responded something to the affect; 'affirmative; but it looks like we stopped a little low and we'll continue the climb. 'Conflict Alert' had activated between the Turbo Commander and the A319; but both the trainee and I had disregarded it because we had observed the Turbo Commander out of FL255 at a good climb rate before FL250 was issued to the A319. Recommendation; a closer monitor of the Turbo Commander climb to recognize and catch that the climb had stopped at FL257 and query the pilot before the A319 got to FL247.

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.