Sct controller reports of a loss of separation he watches happen; tries to make others aware but the...

Attributes
ACN	1248857
Time
Date	201503
Local Time Of Day	1801-2400
Place
Locale Reference	SCT.TRACON
State Reference	CA
Environment
Light	Night
Aircraft 1
Make Model Name	Large Transport
Operating Under FAR Part	Part 121
Flight Phase	Final Approach
Route In Use	Vectors
Flight Plan	IFR
Aircraft 2
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Operating Under FAR Part	Part 121
Flight Phase	Final Approach
Route In Use	Other Instrument Approach
Flight Plan	IFR
Person 1
Function	Approach
Qualification	Air Traffic Control Fully Certified
Experience	Air Traffic Control Time Certified In Pos 1 (yrs) 26
Events
Anomaly	ATC Issue All Types Conflict Airborne Conflict Deviation - Procedural Published Material / Policy Deviation - Procedural Clearance

Narrative:

Aircraft X was cleared for the ILS runway 25R from straight in by the dynr controller. Aircraft Y was turned base off the downwind by the STAR controller descending to 2200 feet. Aircraft Y was going to go runway 24L. Aircraft Y was not established on final but still on a heading to join the localizer inside of the parallel monitor capture box. I noticed this; while working PM2 and asked the dynr controller if he had aircraft X on frequency; and he did not. I then asked the PM1 controller if he had aircraft X on frequency; and he did not. Subsequently aircraft X descended out of 3200 feet on the approach and by the time aircraft X was on PM1 frequency; aircraft Y was establishing on the localizer. At this time; aircraft X was out of 3000 feet descending; next to the aircraft Y aircraft at 2200 feet. If the class bravo was extended further east at 2500 feet; the STAR controller would not be inclined to take chances like this. Further; if there were step downs on both ILS's; like ord; we could work around this.

Original NASA ASRS Text

Title: SCT Controller reports of a loss of separation he watches happen; tries to make others aware but the aircraft are in a frequency change.

Narrative: Aircraft X was cleared for the ILS Runway 25R from straight in by the DYNR controller. Aircraft Y was turned base off the downwind by the STAR controller descending to 2200 feet. Aircraft Y was going to go Runway 24L. Aircraft Y was not established on final but still on a heading to join the localizer inside of the parallel monitor capture box. I noticed this; while working PM2 and asked the DYNR controller if he had Aircraft X on frequency; and he did not. I then asked the PM1 controller if he had Aircraft X on frequency; and he did not. Subsequently Aircraft X descended out of 3200 feet on the approach and by the time Aircraft X was on PM1 frequency; Aircraft Y was establishing on the localizer. At this time; Aircraft X was out of 3000 feet descending; next to the Aircraft Y aircraft at 2200 feet. If the Class Bravo was extended further east at 2500 feet; the STAR controller would not be inclined to take chances like this. Further; if there were step downs on both ILS's; like ORD; we could work around this.

Data retrieved from NASA's ASRS site 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.

Sct controller reports of a loss of separation he watches happen; tries to make others aware but the aircraft are in a frequency change.