Narrative:

I took over in a tracab format; by taking all of the radar positions combined. This includes approximately 15 frequencies for departure clearances and IFR cancellations. At the time of the event; the traffic volume was unusually complex and busy. Several things were happening simultaneously. A pilot had a need for new routing; numerous calls were coming in from other approach controls and center. Several aircraft were in my airspace IFR. Some were arrivals and some departures or overflights. The weather was deteriorating. In my efforts to help all pilot requests; I agreed to block airspace over sfm airport for an IFR arrival (aircraft X) with boston approach. This was the second consecutive airspace block that I had done in a short time after taking the position. After a good while; and vectoring numerous aircraft and changing routes for an aircraft and coordination; a pilot called me for an IFR release from sfm. At the same time; other aircraft were calling on different frequencies for clearances and instructions. I became distracted due to severe frequency congestion and a very difficult set up of working IFR traffic on a BRITE scope. I inadvertently thought that aircraft Y was departing an adjacent airport of biddeford; me (B19). Instead; he was at sfm. I released the aircraft on an eastbound heading of 090. Almost immediately; I realized that the aircraft was indeed departing sfm; where I was blocking airspace. I tried to call him several times; but to no avail. I observed the aircraft X on an approximately 5 mile final for sfm at the time the other aircraft appeared on the scope. I had approximately 6 miles separation and diverging courses. However; the airspace was still technically being blocked. Also; one of the aircraft was on my frequency and on a vector away from the jet. The jet was being vectored for runway 7; and the departure came off runway 14 the eastbound heading that I issued gave even further separation. The aircraft X landed safely and canceled IFR. The other aircraft Y continued on his way; IFR with no issues. At no time was IFR separation between the two aircraft lost. Although I blame myself for being distracted; there were definitely other factors involved. Pwm has a bad habit of combining to the tracab position too early during the summer. The BRITE is extremely difficult to vector from; and there are too many frequencies for one person to handle when it is busy. Secondly; there was too much land line coordination for one controller to handle in conjunction with the traffic and frequency congestion. This particular situation could have been avoided or lessened by keeping the true radar scope open a bit longer with a flight data assistant. I should also not have become distracted by trying so hard to accommodate all pilot requests. The sfm shared airspace between A90 and pwm has been the cause of many problems. Recommendation; the BRITE scope; is at times; nearly impossible to vector from. The pem must be exactly on target; or the hand off will not accept or initiate. This is very distracting. The size of the BRITE is considerably smaller than a standard scope; and when busy; is extremely difficult to separate aircraft data blocks. The boundaries of pwm airspace are incomplete on the radar map; and the radar coverage is very poor in some areas. The amount of frequencies; if busy working on the sub standard BRITE; is too much. The 'blocking of airspace' at sfm also seems to be a bad idea. Perhaps letting pwm do all traffic in and out of sfm is the answer. Pwm should also not go to tracab configuration too soon during busy summer traffic. Lastly; I myself; should have been more aware. As a veteran controller; I was trying to do too much at once. I know better; and this will never happen to me in this configuration again.

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Original NASA ASRS Text

Title: PWM Controller described a near loss of separation event between an arrival and departure; claiming a heavy workload resulting from working in the TRACAB format with all the restricting equipment factors. Reporter also cites airspace issues as contributory.

Narrative: I took over in a TRACAB format; by taking all of the RADAR positions combined. This includes approximately 15 frequencies for departure clearances and IFR cancellations. At the time of the event; the traffic volume was unusually complex and busy. Several things were happening simultaneously. A pilot had a need for new routing; numerous calls were coming in from other approach controls and center. Several aircraft were in my airspace IFR. Some were arrivals and some departures or overflights. The weather was deteriorating. In my efforts to help all pilot requests; I agreed to block airspace over SFM airport for an IFR arrival (Aircraft X) with Boston Approach. This was the second consecutive airspace block that I had done in a short time after taking the position. After a good while; and vectoring numerous aircraft and changing routes for an aircraft and coordination; a pilot called me for an IFR release from SFM. At the same time; other aircraft were calling on different frequencies for clearances and instructions. I became distracted due to severe frequency congestion and a very difficult set up of working IFR traffic on a BRITE scope. I inadvertently thought that Aircraft Y was departing an adjacent airport of Biddeford; ME (B19). Instead; he was at SFM. I released the aircraft on an Eastbound heading of 090. Almost immediately; I realized that the aircraft was indeed departing SFM; where I was blocking airspace. I tried to call him several times; but to no avail. I observed the Aircraft X on an approximately 5 mile final for SFM at the time the other aircraft appeared on the scope. I had approximately 6 miles separation and diverging courses. However; the airspace was still technically being blocked. Also; one of the aircraft was on my frequency and on a vector away from the jet. The jet was being vectored for Runway 7; and the departure came off Runway 14 The Eastbound heading that I issued gave even further separation. The Aircraft X landed safely and canceled IFR. The other Aircraft Y continued on his way; IFR with no issues. At no time was IFR separation between the two aircraft lost. Although I blame myself for being distracted; there were definitely other factors involved. PWM has a bad habit of combining to the TRACAB position too early during the summer. The BRITE is extremely difficult to vector from; and there are too many frequencies for one person to handle when it is busy. Secondly; there was too much land line coordination for one controller to handle in conjunction with the traffic and frequency congestion. This particular situation could have been avoided or lessened by keeping the true RADAR scope open a bit longer with a Flight Data Assistant. I should also not have become distracted by trying so hard to accommodate all pilot requests. The SFM shared airspace between A90 and PWM has been the cause of many problems. Recommendation; the BRITE scope; is at times; nearly impossible to vector from. The pem must be exactly on target; or the hand off will not accept or initiate. This is very distracting. The size of the BRITE is considerably smaller than a standard scope; and when busy; is extremely difficult to separate aircraft Data Blocks. The boundaries of PWM airspace are incomplete on the RADAR map; and the RADAR coverage is very poor in some areas. The amount of frequencies; if busy working on the sub standard BRITE; is too much. The 'blocking of airspace' at SFM also seems to be a bad idea. Perhaps letting PWM do all traffic in and out of SFM is the answer. PWM should also NOT go to TRACAB configuration too soon during busy summer traffic. Lastly; I myself; should have been more aware. As a veteran controller; I was trying to do too much at once. I know better; and this will never happen to me in this configuration again.

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.