Narrative:

Corp X was inbound to luk on V128. Aircraft X was kept high (FL240) due to numerous departure aircraft eastbound on V128 (head-on)-once clear of these eastbound jets aircraft X was descended and turned left for FL130 traffic landing day from over flm on the bucke 2 arrival. Restr area R5503 was hot and in use so corp X could not be turned to the right - this action put a faster aircraft X behind a slower commuter aircraft Y was also extra slow since the winds were out of the northeast and right in in it's face. Aircraft X was asked to turn further left and increase it's rate of descent through FL120 conflict alert activated and X reported out of FL125 at the same time with a loss of separation - 4.2 miles. I was not talking to Y so was unable to turn that aircraft until conflict alert activated, I thought that I was going to have 5 miles and also 1000' - but I was working on the 75 mile range at the sector which is normally worked on 100 mile range. 5 miles is a lot bigger than on the 75 mile range - the only reason that I can think of why I was on the 75 mile range is because I had been working on the 75 mile range for the past few weeks while training on my additional sector. A lot of things could have been done (looking back) to not allow this situation to develop, a greater turn, a 360, a different routing - over fcm direct luk for corp X instead of head on with all the eastbound departing jets off cvg, I was also busy with 10 or more other aircraft on the frequency, half of which were on vectors (mostly around the restr area) who I was not aware of since the manual controller took a few handoffs from hts approach (which is a non-ARTS facility so the r-person must start a track) and did not tell me which cost a few valuable seconds.

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Original NASA ASRS Text

Title: LESS THAN STANDARD SEPARATION BETWEEN CORP JET AND COMMUTER ACFT. OPERATIONAL ERROR.

Narrative: CORP X WAS INBOUND TO LUK ON V128. ACFT X WAS KEPT HIGH (FL240) DUE TO NUMEROUS DEP ACFT EBOUND ON V128 (HEAD-ON)-ONCE CLEAR OF THESE EBOUND JETS ACFT X WAS DESCENDED AND TURNED LEFT FOR FL130 TFC LNDG DAY FROM OVER FLM ON THE BUCKE 2 ARR. RESTR AREA R5503 WAS HOT AND IN USE SO CORP X COULD NOT BE TURNED TO THE RIGHT - THIS ACTION PUT A FASTER ACFT X BEHIND A SLOWER COMMUTER ACFT Y WAS ALSO EXTRA SLOW SINCE THE WINDS WERE OUT OF THE NE AND RIGHT IN IN IT'S FACE. ACFT X WAS ASKED TO TURN FURTHER LEFT AND INCREASE IT'S RATE OF DESCENT THROUGH FL120 CONFLICT ALERT ACTIVATED AND X REPORTED OUT OF FL125 AT THE SAME TIME WITH A LOSS OF SEPARATION - 4.2 MILES. I WAS NOT TALKING TO Y SO WAS UNABLE TO TURN THAT ACFT UNTIL CONFLICT ALERT ACTIVATED, I THOUGHT THAT I WAS GOING TO HAVE 5 MILES AND ALSO 1000' - BUT I WAS WORKING ON THE 75 MILE RANGE AT THE SECTOR WHICH IS NORMALLY WORKED ON 100 MILE RANGE. 5 MILES IS A LOT BIGGER THAN ON THE 75 MILE RANGE - THE ONLY REASON THAT I CAN THINK OF WHY I WAS ON THE 75 MILE RANGE IS BECAUSE I HAD BEEN WORKING ON THE 75 MILE RANGE FOR THE PAST FEW WEEKS WHILE TRAINING ON MY ADDITIONAL SECTOR. A LOT OF THINGS COULD HAVE BEEN DONE (LOOKING BACK) TO NOT ALLOW THIS SITUATION TO DEVELOP, A GREATER TURN, A 360, A DIFFERENT ROUTING - OVER FCM DIRECT LUK FOR CORP X INSTEAD OF HEAD ON WITH ALL THE EBOUND DEPARTING JETS OFF CVG, I WAS ALSO BUSY WITH 10 OR MORE OTHER ACFT ON THE FREQ, HALF OF WHICH WERE ON VECTORS (MOSTLY AROUND THE RESTR AREA) WHO I WAS NOT AWARE OF SINCE THE MANUAL CTLR TOOK A FEW HANDOFFS FROM HTS APCH (WHICH IS A NON-ARTS FACILITY SO THE R-PERSON MUST START A TRACK) AND DID NOT TELL ME WHICH COST A FEW VALUABLE SECONDS.

Data retrieved from NASA's ASRS site as of August 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.