Narrative:

I was working the london radar; it was an IFR day. A king air was requesting the RNAV23 approach at aas; which is an airport located just a mile or two outside of london's airspace; in area 1; sector 19 new hope. The king air was coming from the southwest and it's not uncommon for our area; sector 21; to issue the approach clearance to this airport. I pointed out the king air to sector 19 and told him that he is doing an instrument approach; I thought I included the fact that it was the RNAV23; but not fully sure. He said point out approved. I issued the approach clearance; sometime went by; and the king air reported established inbound; he was then switched to advisory frequency. A minute or two after that ZME (nashville low) called me for a point out and a block at glw airport for a PA-46. This aircraft was coming in from the west; and was probably out of 060 at the beginning of the phone call. I hesitated and said; 'I have an aircraft on an approach at aas;' with ZME still on the line; I was looking up our confliction chart on the erids. I asked him if he had a moment while I looked and if he had cleared him yet. The PA-46 was heading for zerax; the IAP for RNAV26. He said he hadn't cleared him yet. As I looked my confliction chart; there was nothing on my chart about glw. I also wondered why ZME was calling me because it's not that close to sector 21 and the PA-46 was already on the ZME new hope boundary. I 'quick looked' new hope and they apparently had taken the point out as it was slant zeroed on their scope. I then said point out approved and I'll block; by this time the aircraft was around 045 descending. This left me unsettled. As I started looking into the approach charts more; I looked on my erids for the protected airspace for aas; including the missed approach fix for the king air. It was in the same area as zerax. If my king air would have done a missed approach he would have climbed to 030 direct kanoa; the PA-46's altitude at zerax was 030. I tried to resector my erids to area 1 to see what their confliction chart showed with these two approaches. I went through the different sectors until one was available; and it showed that indeed they were a confliction. By now; the PA-46 was already procedure turn inbound heading away from the confliction. FSS called shortly there after with a down time. Recommendation; I wondered why did this happen. Why did sector 19 take a point out on my king air and then another on PA-46; did they not know that the two approaches conflicted? These are 2 airports that they clear aircraft for approach. They had the resources to look to see if it was a confliction. My conclusions on this would be: 1 - under no circumstances should sector 21 clear an aircraft into or out of aas; and it should remain solely with sector 19. 2- provide all and the correct resources to sector 21 to continue to clear aircraft at aas. 3 - have area 1 become familiar with their airports; potential conflictions; protected airspace; since they have the resources available at the sector.

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Original NASA ASRS Text

Title: ZID Controller described an unsafe event involving two aircraft making an IFR approach to an airport near the boundary of ZID and ZME; the reporter suggesting increased controller familiarity with the potential conflicts in this area.

Narrative: I was working the London RADAR; it was an IFR day. A King Air was requesting the RNAV23 approach at AAS; which is an airport located just a mile or two outside of London's airspace; in Area 1; Sector 19 New Hope. The King Air was coming from the southwest and it's not uncommon for our area; Sector 21; to issue the approach clearance to this airport. I pointed out the King Air to Sector 19 and told him that he is doing an instrument approach; I thought I included the fact that it was the RNAV23; but not fully sure. He said point out approved. I issued the approach clearance; sometime went by; and the king Air reported established inbound; he was then switched to advisory frequency. A minute or two after that ZME (Nashville low) called me for a point out and a block at GLW airport for a PA-46. This aircraft was coming in from the west; and was probably out of 060 at the beginning of the phone call. I hesitated and said; 'I have an aircraft on an approach at AAS;' with ZME still on the line; I was looking up our confliction chart on the ERIDS. I asked him if he had a moment while I looked and if he had cleared him yet. The PA-46 was heading for ZERAX; the IAP for RNAV26. He said he hadn't cleared him yet. As I looked my confliction chart; there was nothing on my chart about GLW. I also wondered why ZME was calling me because it's not that close to Sector 21 and the PA-46 was already on the ZME New Hope boundary. I 'quick looked' New Hope and they apparently had taken the point out as it was slant zeroed on their scope. I then said point out approved and I'll block; by this time the aircraft was around 045 descending. This left me unsettled. As I started looking into the approach charts more; I looked on my ERIDS for the protected airspace for AAS; including the missed approach fix for the King Air. It was in the same area as ZERAX. If my King Air would have done a missed approach he would have climbed to 030 direct KANOA; the PA-46's altitude at ZERAX was 030. I tried to resector my ERIDS to Area 1 to see what their confliction chart showed with these two approaches. I went through the different sectors until one was available; and it showed that indeed they were a confliction. By now; the PA-46 was already procedure turn inbound heading away from the confliction. FSS called shortly there after with a down time. Recommendation; I wondered why did this happen. Why did Sector 19 take a point out on my King Air and then another on PA-46; did they not know that the two approaches conflicted? These are 2 airports that they clear aircraft for approach. They had the resources to look to see if it was a confliction. My conclusions on this would be: 1 - under no circumstances should Sector 21 clear an aircraft into or out of AAS; and it should remain solely with Sector 19. 2- provide all and the correct resources to Sector 21 to continue to clear aircraft at AAS. 3 - Have Area 1 become familiar with their airports; potential conflictions; protected airspace; since they have the resources available at the sector.

Data retrieved from NASA's ASRS site as of July 2013 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.