Narrative:

I was working the F11 final positions arg/arm combined at the arg scope. The weather was VMC; but I was beginning to run ILS approaches. I had a SR22 inbound from the west that I was vectoring for a visual approach to runway 18R. Multiple aircraft were being vectored by the arrival controller and me for the ILS approaches to runways 18R and 17L. The SR22 reported the runway in sight; and I cleared the aircraft for the visual with a SOP altitude restriction of 'maintain 025 until south of orl VOR'. I also told the SR22 to square his turn to final. The SR22 repeated the clearance back to me. The SR22 went through the 18R/18L final approach courses. I asked if he was correcting to the southwest. I had a loss of separation due to a pilot deviation with an A320 on final for 17L. I immediately canceled the SR22 approach clearance and turned him west. I stopped the A320's descent and turned him east for re-sequence. I had a B757 on final for 18R that I had to cancel his approach clearance and turn east as well. All of these aircraft needed to be re-sequenced into mco behind another E190 aircraft I had on the east downwind requesting 18R. The operational error happened in the back of my final airspace with two aircraft on opposing bases at 060. I instructed the BE40 to fly heading 150 and intercept the localizer; but the transmission was blocked. I then instructed the B737 to fly heading 290 in order to avoid the BE40. The B737 acknowledged me. I then instructed the BE40 to fly heading 180; intercept the localizer and to descend and maintain 030. The BE40 still did not reply. I then made another transmission to the BE40 to fly heading 180 immediately; and the BE40 finally acknowledged. Separation was lost as the BE40 was in the turn to a heading of 180. Possible factors include: the multiple blocked transmissions and lack of response by the BE40. I was also still trying to salvage; and re-sequence from a pilot deviation involving a loss of separation that happened one minute prior. This was discovered in an audit of the pilot deviation. F11 currently has best practice procedures in effect. This includes; not having two aircraft on opposing bases at the same altitude. I routinely follow this rule; and was trying to on the day the operational error occurred. I will continue to follow best practice procedures.

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Original NASA ASRS Text

Title: F11 Controller experienced two loss of separation events within the same traffic period working the final positions; listing frequency congestion; a pilot deviation and traffic complexities as causal factors.

Narrative: I was working the F11 final positions ARG/ARM combined at the ARG scope. The weather was VMC; but I was beginning to run ILS approaches. I had a SR22 inbound from the west that I was vectoring for a visual approach to Runway 18R. Multiple aircraft were being vectored by the Arrival Controller and me for the ILS approaches to Runways 18R and 17L. The SR22 reported the runway in sight; and I cleared the aircraft for the visual with a SOP altitude restriction of 'maintain 025 until south of ORL VOR'. I also told the SR22 to square his turn to final. The SR22 repeated the clearance back to me. The SR22 went through the 18R/18L final approach courses. I asked if he was correcting to the southwest. I had a loss of separation due to a pilot deviation with an A320 on final for 17L. I immediately canceled the SR22 approach clearance and turned him west. I stopped the A320's descent and turned him east for re-sequence. I had a B757 on final for 18R that I had to cancel his approach clearance and turn east as well. All of these aircraft needed to be re-sequenced into MCO behind another E190 aircraft I had on the east downwind requesting 18R. The operational error happened in the back of my final airspace with two aircraft on opposing bases at 060. I instructed the BE40 to fly heading 150 and intercept the localizer; but the transmission was blocked. I then instructed the B737 to fly heading 290 in order to avoid the BE40. The B737 acknowledged me. I then instructed the BE40 to fly heading 180; intercept the localizer and to descend and maintain 030. The BE40 still did not reply. I then made another transmission to the BE40 to fly heading 180 immediately; and the BE40 finally acknowledged. Separation was lost as the BE40 was in the turn to a heading of 180. Possible factors include: The multiple blocked transmissions and lack of response by the BE40. I was also still trying to salvage; and re-sequence from a pilot deviation involving a loss of separation that happened one minute prior. This was discovered in an audit of the pilot deviation. F11 currently has best practice procedures in effect. This includes; not having two aircraft on opposing bases at the same altitude. I routinely follow this rule; and was trying to on the day the Operational Error occurred. I will continue to follow best practice procedures.

Data retrieved from NASA's ASRS site as of April 2012 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.