Narrative:

I was a cpc trainer and we were working an medical emergency involving cfemt inbound to ZZZ diverted to ZZZ1 with a heart attack that was declared approx 5 minutes before the event. As we were attempting to get the emergency down safely; we were still providing services to all the other aircraft. We had a radar assist position training session going on at the same time as the radar-side training. The radar assist position trainee was doing coordination and the radar trainee was providing separation of aircraft while I coordinated the emergency information to the sector next to me that they needed equipment on the field. Aircraft X was southbound and had left 32000 feet then aircraft Y who was westbound was issued 32000 feet. Aircraft X climb rate was decreasing as aircraft Y's climb rate was increasing. At the time it was known the separation could be lost; aircraft X was leaving 32200 feet and aircraft Y had gone through 31200 feet; aircraft Y was issued a heading of 360 degrees and descent to 30000 feet and aircraft X was issued a heading of 270 degrees and asked to verify level at 33000 feet. The radar trainee issued the initial heading of 360 degrees to aircraft Y then I took over and issued the expedite descent and the turn to aircraft X. Volume and complexity built quickly during the emergency not allowing us to split the sectors. The radar assist trainee started a couple of weeks ago and I felt like I had to train both the radar-side trainee and radar assist trainee during the situation. Taking into account aircraft performance would have kept the situation from happening. Without the emergency; the sector volume and complexity would have diminished. The situation was handled professionally though aircraft Y could have possibly been expedited through the aircraft X altitudes along with the turn which might have prevented it.

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Original NASA ASRS Text

Title: FAAH 7110.65 allows ATC to climb/descend an aircraft to an altitude as soon as they observe aircraft previously at that altitude's Mode C indication that the aircraft has left the altitude. It also notes aircraft performance must be taken into consideration. The controller climbed a B757 to the altitude of a CRJ2 when the CRJ Mode C indicated it was 200 feet above the altitude assigned to the B757. Climb rates were not monitored and the B757 climb rate was much higher than the CRJ2. The Controller issued radar vectors and new altitude assignments but the two aircraft had less than required separation. The sector was very busy at the time due to a medical situation. Also on the job instruction was being conducted on the radar position and the radar-assist position.

Narrative: I was a CPC Trainer and we were working an medical emergency involving CFEMT inbound to ZZZ diverted to ZZZ1 with a heart attack that was declared approx 5 minutes before the event. As we were attempting to get the emergency down safely; we were still providing services to all the other aircraft. We had a radar assist position training session going on at the same time as the radar-side training. The radar assist position trainee was doing coordination and the radar trainee was providing separation of aircraft while I coordinated the emergency information to the sector next to me that they needed equipment on the field. Aircraft X was southbound and had left 32000 feet then Aircraft Y who was westbound was issued 32000 feet. Aircraft X climb rate was decreasing as Aircraft Y's climb rate was increasing. At the time it was known the separation could be lost; Aircraft X was leaving 32200 feet and Aircraft Y had gone through 31200 feet; Aircraft Y was issued a heading of 360 degrees and descent to 30000 feet and Aircraft X was issued a heading of 270 degrees and asked to verify level at 33000 feet. The radar trainee issued the initial heading of 360 degrees to Aircraft Y then I took over and issued the expedite descent and the turn to Aircraft X. Volume and complexity built quickly during the emergency not allowing us to split the sectors. The radar assist trainee started a couple of weeks ago and I felt like I had to train both the radar-side trainee and radar assist trainee during the situation. Taking into account aircraft performance would have kept the situation from happening. Without the emergency; the sector volume and complexity would have diminished. The situation was handled professionally though Aircraft Y could have possibly been expedited through the Aircraft X altitudes along with the turn which might have prevented it.

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.