Commercial Fixed Wing
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 9
Communication Breakdown; Situational Awareness
ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
ATC Equipment / Nav Facility / Buildings
I was working the combined high sectors during moderate traffic with a higher demand for services. Prior to taking the position; there was a VFR aircraft (Aircraft Y) doing survey work on east-west lines. For its mission; Aircraft Y insisted on being VFR at 5;000 feet (IFR altitude). Aircraft Y's route of flight took the aircraft in and out of DAB and F11 airspace. DAB was in communication with Aircraft Y; while F11 had taken a point out.I noticed that Aircraft Y's route flew near CORLL; which is located on the CORLL1 STAR. This STAR uses 5;000 feet as the only available delivery altitude from DAB handing off to F11 per LOA. The CORLL1 is used by many aircraft inbound to SFB.Several days prior; most of DAB communications systems went offline or experienced difficulties. Many of the RDVS (Rapid Deployment Voice Switch) units at several positions experienced malfunctions. These outages severely limited the RDVS in its ability to select frequencies and communicate via hot-line and shout-line. The issues were never resolved; I suspect the government shutdown played a role in the amount of time taken to address and correct the issue.As I was working the needs of other aircraft around my airspace; I scanned to the southern portion and noticed that Aircraft Y was working west toward CORLL level at 5;000 feet. At the same time; Aircraft X was southbound on the CORLL1 arrival level at 5;000 feet. It appeared the aircraft were going to be in conflict at the same altitude and fix. I intended to resolve the issue by coordinating a different heading or altitude for Aircraft X. I tried to key up the F11 shout-line on the RDVS; but the equipment failed to function. I tried once more with the same result. At the time; the Aircraft X was near DIGGR; north of CORLL. I tried a third time to use the shout-line when it finally functioned. I was able to get a lower altitude for Aircraft X; and also issued a climb to Aircraft Y. I had called traffic to both aircraft; and they each got each other in sight.Even though this event would not be considered significant; and did not result in any loss of separation; I find it to be very significant because of the equipment issue. I was in a situation where I needed my RDVS to be reliable because I wanted to coordinate with another facility quickly; and it failed me twice before finally working.If the RDVS would have continued to fail; my only other options would have been to: 1) Issue a climb and turn to Aircraft Y. Being a C172; I feel the performance of the aircraft would not be an ideal solution.2) Issue a descent and/or turn to Aircraft X. Again; without coordination; this is not an ideal solution as the aircraft would have been entering F11 airspace into traffic conditions unknown to myself. I would recommend that any issues with communications equipment be given priority and be fixed immediately; as it is essential to our jobs as Air Traffic Controllers. I also feel that Aircraft Y should not have been allowed to work VFR at an IFR altitude; especially in close proximity to a busy arrival route. I am not sure of the circumstances of the approval; as it happened before I took the position. Another example; the emergency jack at our West Sector (W) has been broken for months now without being repaired.
DAB TRACON Controller reported an airborne conflict was exacerbated by faulty voice communications equipment.