Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 1.5
Workload; Troubleshooting; Communication Breakdown; Situational Awareness
ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Separated Traffic
Human Factors; Procedure; ATC Equipment / Nav Facility / Buildings
I was working R17 and R11 combined without a D-side. R4001 was active; PXT restricted area was active AOB FL550; altimeters in both sectors were 29.92 or higher. TMU in trail requirements for the JAIKE arrival were at 25nm; meaning I had to provide 30nm to allow for compression. LGA had none. A LGA was released off of RIC directly underneath a line of 4 LGA's with another two coming up from the south with not that big of a gap. I realized that my LGA didn't seem to fit; so on initial call up I issued holding instructions at GARED. Immediately after; Aircraft X checks in near WOOLY going to TEB that I have to get 30NM behind Aircraft Y approx. 10NM east of OTT; NE on the JAIKE arrival. I acknowledge Aircraft X and instruct him to maintain slowest practical airspeed and a climb to FL200; so that I can vector over the top of my SWANN departures.Meanwhile; in R11 I have a RDU descending NE of PXT SW bound from FL230-220; a KRANT departure climbing to FL190 that I need to get above the RDU; the RIC LGA that has holding climbing to FL210; all headed toward COLIN intersection. When I could vector Aircraft X; I restricted the aircraft to 250KTS or less and turn right 140 because the two TEB's were still tied. Both aircraft were still about 30 miles from FUBRR and 27 miles from each other. I turned Aircraft X further right to 160 to increase the spacing even more. When Aircraft X was approx. 15-20 miles behind Aircraft Y I turned the aircraft left to a heading of 020 to point it back towards FUBRR. I issued traffic to the aircraft in R11 approaching COLIN; the KRANT departure now at FL230 climbing; and the RDU passing over the LGA opposite direction. Looking back up to R17; I noticed the spacing I was giving just wasn't enough so I descended Aircraft X to 17;000 to help slow the aircraft down. I then initiated the hand off to R19.I was still trying to figure out where to put my RIC LGA in the line and noticed that R19 had accepted the hand off so I switched the aircraft to their frequency. The aircraft was still on a heading of 020 and I didn't display the heading in the fourth line or coordinate that the aircraft wasn't on the route. During the middle of the day when the airspace in Area 1 can be the busiest; R17/11 should not be combined. And if there is a need; at the minimum a D-side should be there. 25 or 30 miles in trail (MIT) to JAIKE arrivals out of SWANN over WOOLY is a setup for disaster. Vectoring south in conflict with SWANN departures and PHL arrivals in a sector that is barely 50nm wide. Either a new route; or not requiring such large MIT would be my recommendations. Release times have got to improve. The melee of having to find a spot under an entire line? No aircraft should get holding instructions before reaching 10;000 and 5 miles off the departure end of the runway.A shout line to R4001 should be installed. There is a dial line; but by the time you dial the number; someone answers the phone; and relays the cease fire; the aircraft is already out or hopefully not worse. There is one for PXT; I've never understood why there isn't one for R4001 when we can legally vector to the boundary.
ZDC Controller reported having to make a hole for an aircraft that did not exist which resulted in the departure entering holding until it could be placed in a gap.