Narrative:

During a fairly complex traffic session commuter X departed ida westbound to B01. Initial departure altitude was assigned 12000 ft due to crossing southbound traffic at 13000 ft MSL. During a flurry of clearance requests and radio traffic I, the right controller cleared aircraft X to climb to 16000 ft. This clearance put him in confliction with atx Y at 13000 ft. I did not remember giving X a clearance to 16000 ft. I knew atx Y was conflicting. X queried me about traffic and I confidently told him of 'southbound atx Y at 13000 ft' knowing (in my mind) that separation existed. When the conflict alert activated, aircraft X was at 12500 ft and behind the southbound atx Y with approximately 90 degree course divergence. X asked me what his clearance was and again I confidently told him it was 12000 ft and told area supervisor that conflict alert was due to pilot error. It was not until tapes were replayed that we discovered the error on my part. Points to consider: traffic was just building to complex level. Spacing several aircraft for slc arrival sector, rptrs both ida and pih also being spaced for slc arrival sector. (15 mi like types). No d-man on sector. R-man on second day back, on board after 6 month detail away from boards. R-man just return from 13 days away from work. R-man on second day working in 'unfamiliar' environment ie, major resectorization occurred on dec 1 including all new sector numbers and position. 16 hours currency per month is not enough to retain proficiency while on detail away from boards.

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Original NASA ASRS Text

Title: LESS THAN STANDARD SEPARATION BETWEEN COMMUTER AND ATX.

Narrative: DURING A FAIRLY COMPLEX TFC SESSION COMMUTER X DEPARTED IDA WBND TO B01. INITIAL DEP ALT WAS ASSIGNED 12000 FT DUE TO XING SBND TFC AT 13000 FT MSL. DURING A FLURRY OF CLRNC REQUESTS AND RADIO TFC I, THE R CTLR CLRED ACFT X TO CLB TO 16000 FT. THIS CLRNC PUT HIM IN CONFLICTION WITH ATX Y AT 13000 FT. I DID NOT REMEMBER GIVING X A CLRNC TO 16000 FT. I KNEW ATX Y WAS CONFLICTING. X QUERIED ME ABOUT TFC AND I CONFIDENTLY TOLD HIM OF 'SBND ATX Y AT 13000 FT' KNOWING (IN MY MIND) THAT SEPARATION EXISTED. WHEN THE CONFLICT ALERT ACTIVATED, ACFT X WAS AT 12500 FT AND BEHIND THE SBND ATX Y WITH APPROX 90 DEG COURSE DIVERGENCE. X ASKED ME WHAT HIS CLRNC WAS AND AGAIN I CONFIDENTLY TOLD HIM IT WAS 12000 FT AND TOLD AREA SUPVR THAT CONFLICT ALERT WAS DUE TO PLT ERROR. IT WAS NOT UNTIL TAPES WERE REPLAYED THAT WE DISCOVERED THE ERROR ON MY PART. POINTS TO CONSIDER: TFC WAS JUST BUILDING TO COMPLEX LEVEL. SPACING SEVERAL ACFT FOR SLC ARR SECTOR, RPTRS BOTH IDA AND PIH ALSO BEING SPACED FOR SLC ARR SECTOR. (15 MI LIKE TYPES). NO D-MAN ON SECTOR. R-MAN ON SECOND DAY BACK, ON BOARD AFTER 6 MONTH DETAIL AWAY FROM BOARDS. R-MAN JUST RETURN FROM 13 DAYS AWAY FROM WORK. R-MAN ON SECOND DAY WORKING IN 'UNFAMILIAR' ENVIRONMENT IE, MAJOR RESECTORIZATION OCCURRED ON DEC 1 INCLUDING ALL NEW SECTOR NUMBERS AND POS. 16 HRS CURRENCY PER MONTH IS NOT ENOUGH TO RETAIN PROFICIENCY WHILE ON DETAIL AWAY FROM BOARDS.

Data retrieved from NASA's ASRS site as of July 2007 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.