Narrative:

On oct/tue/04, I had been checked out on radar for 4 days. Approach was combined up in the cabin attendant so I was working east and west handoff. WX was IFR/marginal VFR so instrument apches were in use to one runway. Many inbounds from the west and a few departures to both east and west. Little traffic inbound from the east. Controller working local fairly recently checked out on that position. C182 off airport issued on course to destination (about a 050 degree heading) climbing to 7000 ft. C650 off airport launched shortly after that on a 030 degree heading up to 4000 ft. When the C650 checked on the C182 was a factor for the citation's climb and traffic inbound from east prevented an immediate turn on course (about a 178 degree heading). C650 told to remain on the 030 degrees and stop at 4000 ft. Traffic from the west being sequenced and turned onto localizer caught my attention and eventually the C650 pilot informed me he was level at 4000 ft. I glanced to southeast for traffic, no factor, and issued the C650 a right turn to 130 degrees and climb to 10000 ft. I noticed the C650 was not turning far enough/fast enough to avoid the C182 still nebound climbing out of 5500 ft. C650 issued a 180 degree heading to get divergence quicker. C650 pilot issued traffic on the C182. Aircraft may have been as close as 2 mi apart and 900 ft vertical before divergence was achieved. The decision I made to turn the C650 and climb at the same time was obviously not a good decision. That was definitely my mistake. I also believe that the controller in charge in the cabin attendant should have been paying closer attention to a 4 day fpl and a fairly inexperienced local controller on a busy IFR session. If radar would have been split (ardr-east and ardr-west in the radar room), the situation could also have been less intense for all involved.

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Original NASA ASRS Text

Title: LNK APCH CTLR EXPERIENCED OPERROR WHEN MISJUDGING THE ASSENT AND TURN RATE OF A C650 CLBING ABOVE C182.

Narrative: ON OCT/TUE/04, I HAD BEEN CHKED OUT ON RADAR FOR 4 DAYS. APCH WAS COMBINED UP IN THE CAB SO I WAS WORKING E AND W HDOF. WX WAS IFR/MARGINAL VFR SO INST APCHES WERE IN USE TO ONE RWY. MANY INBOUNDS FROM THE W AND A FEW DEPS TO BOTH E AND W. LITTLE TFC INBOUND FROM THE E. CTLR WORKING LCL FAIRLY RECENTLY CHKED OUT ON THAT POS. C182 OFF ARPT ISSUED ON COURSE TO DEST (ABOUT A 050 DEG HDG) CLBING TO 7000 FT. C650 OFF ARPT LAUNCHED SHORTLY AFTER THAT ON A 030 DEG HDG UP TO 4000 FT. WHEN THE C650 CHKED ON THE C182 WAS A FACTOR FOR THE CITATION'S CLB AND TFC INBOUND FROM E PREVENTED AN IMMEDIATE TURN ON COURSE (ABOUT A 178 DEG HDG). C650 TOLD TO REMAIN ON THE 030 DEGS AND STOP AT 4000 FT. TFC FROM THE W BEING SEQUENCED AND TURNED ONTO LOC CAUGHT MY ATTN AND EVENTUALLY THE C650 PLT INFORMED ME HE WAS LEVEL AT 4000 FT. I GLANCED TO SE FOR TFC, NO FACTOR, AND ISSUED THE C650 A R TURN TO 130 DEGS AND CLB TO 10000 FT. I NOTICED THE C650 WAS NOT TURNING FAR ENOUGH/FAST ENOUGH TO AVOID THE C182 STILL NEBOUND CLBING OUT OF 5500 FT. C650 ISSUED A 180 DEG HDG TO GET DIVERGENCE QUICKER. C650 PLT ISSUED TFC ON THE C182. ACFT MAY HAVE BEEN AS CLOSE AS 2 MI APART AND 900 FT VERT BEFORE DIVERGENCE WAS ACHIEVED. THE DECISION I MADE TO TURN THE C650 AND CLB AT THE SAME TIME WAS OBVIOUSLY NOT A GOOD DECISION. THAT WAS DEFINITELY MY MISTAKE. I ALSO BELIEVE THAT THE CIC IN THE CAB SHOULD HAVE BEEN PAYING CLOSER ATTN TO A 4 DAY FPL AND A FAIRLY INEXPERIENCED LCL CTLR ON A BUSY IFR SESSION. IF RADAR WOULD HAVE BEEN SPLIT (ARDR-E AND ARDR-W IN THE RADAR ROOM), THE SIT COULD ALSO HAVE BEEN LESS INTENSE FOR ALL INVOLVED.

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.