Large Transport; Low Wing; 2 Turbojet Eng
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 8.0
Confusion; Situational Awareness
ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Air Traffic Control Issued New Clearance
Chart Or Publication; Human Factors; Airspace Structure
I was the Front Line Manager (FLM) in the TRACON when this event happened. We were on a west flow; all radar positions were combined; which is our normal configuration; traffic was light until about five minutes prior to the event. I was at the desk in the back of the TRACON; monitoring radar and going through web scheduler. As traffic picked up; I started paying more attention to what the radar controller had going on. I noticed Aircraft X and Aircraft Y on parallel courses east of the field; both descending; Aircraft Y was south of Aircraft X. Aircraft Y was an IFR arrival to E98; a very small satellite airport that seldom has any IFR traffic.It appeared to me that the radar controller would have a difficult time swapping out the altitudes of these two aircraft as Aircraft X could only descend to 9200 feet and Aircraft Y was descending to 10000 feet. It was obvious to me that the radar controller recognized the situation and would control it. Aircraft Z was inbound to RWY 26 on the LZZRD RNAV STAR on a course that would cross with Aircraft Y. The floor of the STAR is 10000 feet; I ran the minimum lines on the scope and it showed Aircraft Z would have .45 miles of separation with Aircraft Y. I heard the radar controller clear Aircraft X for the RNAV visual approach to RWY 26 and subsequently descend Aircraft Z to 9000 feet. I walked over to the radar scope and sat next to the controller and brought his attention to the converging courses.He stated he was concerned with Aircraft X and Aircraft Y. Aircraft X made a sharp left turn to join the approach at TACOH. Although he had been cleared to 9200 feet; the altitude over TACOH is 10000 feet which put him in immediate conflict with Aircraft Y. I reminded the controller to issue traffic to both aircraft; hoping we would be able to establish visual separation; but neither had the other in sight.The radar controller turned Aircraft Y to a 180 heading in an attempt to maintain separation. This put Aircraft Y on a heading at 10000 feet into an area where the Minimum Vectoring Altitude (MVA) was 11300 feet. I reminded the controller about the MVA. The radar controller also turned Aircraft Z off the arrival toward the northwest; away from Aircraft Y. Subsequently; Aircraft Y was turned back to the west; but had already entered the area of higher terrain. None of the pilots reported a TCAS RA. I was surprised that Aircraft X made such a large left turn for the approach; I don't think either of us expected that. It would have been more prudent to leave Aircraft Y at 12000 feet or 11000 feet until Aircraft X was below him as Aircraft Y was still 20 miles from his destination. I will be much more cautious in the future and display the approach track on the radar map so there is no question as to what the pilot is going to do.
[Report narrative contained no additional information.]
ABQ TRACON Supervisor reported observing a Controller vector an aircraft away from conflicting traffic. The vector was insufficient to maintain separation and placed the aircraft in an area where it was below the Minimum Vectoring Altitude.