Commercial Fixed Wing
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 2.5
Distraction; Situational Awareness; Communication Breakdown
ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
General None Reported / Taken
Environment - Non Weather Related; Staffing; Procedure; Human Factors
I had just taken the X and Y sectors from Z position during Configuration #X (A configuration that we rarely use and I haven't worked in at least 8 months) and did a recorded briefing.  During briefing I took point outs from Z sector on 2 aircraft.  One was Aircraft X who was on right downwind for Runway XR. Aircraft X was yellow as a point out on my scope. I was talking to Aircraft Y who was in trail of Aircraft X and descended him to the MVA of XXX.  I then was setting up preferences and frequencies for the sector.  The Z Controller was late turning base and I didn't notice.  I turned base at my normal base turn not noticing that Aircraft X had turned a late base.  When I noticed the mistake both aircraft were at same altitude and I immediately issued traffic alert to Aircraft Y and he reported responding to an RA and climbed.  During that time after the loss of separation the Z Controller got visual separation from Aircraft X.   I turned Aircraft Y to the northeast and set him back up for a right base to XR.  Both landed without further incident.I shouldn't have taken a point out on aircraft who was still on downwind.  Also I felt a little rusty on the configuration as we rarely use it.  Also with the COVID staffing I have been working mostly mid shifts and hadn't adjusted the sleep patterns well enough and hadn't worked the busier traffic for a while.
It was configuration #X at ZZZ where we depart the [Runway] Ys and pair up the arrivals for XL and XR. I was working the Z sector; which deals with the arrivals from the southeast and southwest; as well as the Y sector; which deals with everything in and out of ZZZ1; and the final sector; which works all arrivals into ZZZ. The traffic was mostly light with a slight moderate up-tick. The CIC decided to open up the final sector to deal with a little push. By the time the Controller sat down and was ready to take the brief I had a few things to clean up first. Once I was ready to give the brief for the final position I had 2 aircraft that I was just going to keep and point out to the new final Controller considering where they were at on approach. I had Aircraft Y within 15 miles of the airport on the straight in cleared for XR. Then I had Aircraft X over ZZZ1 at 6;000 set up to follow the straight in. I gave the briefing like normal; stating runways; non standard things; what runway ZZZ1 was on and then traffic. I displayed both the straight in aircraft as well as Aircraft X on the final Controller's scope stating that I would just keep those 2 and the rest will be his. At this point I went to talk to an arrival that had just checked on over ZZZZZ; telling him to expect XL. Once I finished that transmission I went to base Aircraft X. I gave him a 280 heading and 5;500. Once the aircraft rolls out on the 280 heading I called the airport and he said in sight. I then cleared him for the visual approach to Runway XR. I then shipped the straight in to the Tower and went back to issue a heading and descent to an arrival from the southeast. As I am issuing these instructions; I hear the final Controller say; what are you doing; at which point my attention is pulled back to Aircraft X who is on a dog leg to join the final on the visual approach. I see another aircraft turned directly at Aircraft X also descending to 5;500. I then issued traffic to Aircraft X and he responded with; in sight; and that they were responding to an RA. Aircraft X responded by descending further and the other aircraft; which was Aircraft Y; also responded by climbing. I believe the final Controller issued a traffic alert to Aircraft Y as well as turned him further to the north. Both aircraft were 1.38 miles apart when they were at the same altitude; once we got 1;000 feet they were only 0.54 miles apart. Aircraft X continued on the visual approach and landed without incident. Aircraft Y was boxed back around and also landed without incident. In the end; the new final Controller got distracted and turned Aircraft Y too early which resulted in the loss of separation. In order to avoid this in the future I could have just waited to give up the final position so that I was the one working both aircraft; or I suppose I could have just given the final Controller all of the aircraft instead of keeping 2 of them. I don't like issuing frequency changes that low and close to the airport; which is why I didn't; but at this point it would have probably avoided the situation. The position could have also been opened just 5 minutes sooner and all aircraft would have gone to the new final Controller. I also should have issued a traffic alert instead of just traffic; but being caught by surprise that didn't happen. Honestly there isn't a whole lot more that could have been done differently. The final controller spaced and turned way too early resulting in the loss.
TRACON Controllers reported a loss of separation while working combined positions due to staffing and handoff/communication issues. The First Officer of one of the aircrafts involved also reported the conflict and made reference to the miss-communication between controllers.