Narrative:

I had just got to work and sat down on the daggett position configuration 4. In my relief brief I was told I had two airplanes an carrier on departure and aircraft X (PA44) on a vector towards creso way point to join V538 and follow their flight plan from there. Aircraft X had already been approved to climb to 120 with ZLA sector 6. The supervisor on at the time did the coordination with ZLA sector 6 for the altitude and also told me he/she had gone around the TRACON and made everyone aware of what the aircraft was doing. After the relieved controllers position overlap was completed; I was then called on the line for a point out; down to the southeast of my airspace; and was also talking to traffic management about the coordination of another aircraft from the north. While coordinating; I heard the collision alerts alarming. I looked back to where the collision alerts were coming from about 15 miles southwest of las and saw aircraft X still on their vector to creso and still climbing to 120 out of 107 on a converging course with aircraft Y (SR22); an overflight to slc level at 110. I issued traffic and turned aircraft X to a heading of 220. At the same time the sector working the SR22 turned the aircraft to an eastbound heading and also issued traffic. After the two aircraft were clear; I turned aircraft X back on course. The reason the event happened was because the other sector was also being relieved at the same time I was sitting down on position. The relieved controller thought he/she had pointed aircraft Y out to me but was so busy he/she had forgot. The relieving controller on that position was told a point out had been done. He/she failed to realized a point out had been done but not with the daggett sector as well. Recommendation; our configuration 4 at L30 is still relatively new and not well known and practiced seeing as though we only really use it in the summer time when the temperatures rise above 100 degrees. As well as they continue to try and correct issues we are having with it so the airspace has changed several times since we have started using configuration 4. The configuration is very inefficient for the airplanes having them fly far out of the way to get to their arrival runways and on the west side; where the controller who failed to point out to me was working; the airplanes must remain high because of MVA's over the mountains to the west. Because of this; there becomes a funnel of airspace to which the arrival controllers have to blend for an arrival runway. This can become very busy and overwhelming at certain times. The arrival controller at the time was so overwhelmed he/she failed to do a point out for an aircraft flying into my airspace. When just a little busy; configuration 4 as a whole most of the time ends up in mass confusion and chaos due to continuous airspace changes and the procedures.

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Original NASA ASRS Text

Title: L30 described a loss of separation event; the reporter listing the Configuration 4 procedures as a causal factor in this instance.

Narrative: I had just got to work and sat down on the Daggett position Configuration 4. In my relief brief I was told I had two airplanes an Carrier on departure and Aircraft X (PA44) on a vector towards CRESO way point to join V538 and follow their flight plan from there. Aircraft X had already been approved to climb to 120 with ZLA Sector 6. The supervisor on at the time did the coordination with ZLA Sector 6 for the altitude and also told me he/she had gone around the TRACON and made everyone aware of what the aircraft was doing. After the relieved controllers position overlap was completed; I was then called on the line for a point out; down to the Southeast of my airspace; and was also talking to traffic management about the coordination of another aircraft from the North. While coordinating; I heard the Collision Alerts alarming. I looked back to where the Collision Alerts were coming from about 15 miles Southwest of LAS and saw Aircraft X still on their vector to CRESO and still climbing to 120 out of 107 on a converging course with Aircraft Y (SR22); an overflight to SLC level at 110. I issued traffic and turned Aircraft X to a heading of 220. At the same time the sector working the SR22 turned the aircraft to an Eastbound heading and also issued traffic. After the two aircraft were clear; I turned Aircraft X back on course. The reason the event happened was because the other sector was also being relieved at the same time I was sitting down on position. The relieved controller thought he/she had pointed Aircraft Y out to me but was so busy he/she had forgot. The relieving controller on that position was told a point out had been done. He/She failed to realized a point out had been done but not with the Daggett Sector as well. Recommendation; our Configuration 4 at L30 is still relatively new and not well known and practiced seeing as though we only really use it in the summer time when the temperatures rise above 100 degrees. As well as they continue to try and correct issues we are having with it so the airspace has changed several times since we have started using Configuration 4. The configuration is very inefficient for the airplanes having them fly far out of the way to get to their arrival runways and on the West side; where the controller who failed to point out to me was working; the airplanes must remain high because of MVA's over the mountains to the West. Because of this; there becomes a funnel of airspace to which the arrival controllers have to blend for an arrival runway. This can become very busy and overwhelming at certain times. The arrival controller at the time was so overwhelmed he/she failed to do a point out for an aircraft flying into my airspace. When just a little busy; Configuration 4 as a whole most of the time ends up in mass confusion and chaos due to continuous airspace changes and the procedures.

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.