Regional Jet 200 ER/LR (CRJ200)
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 12.0
Situational Awareness; Workload; Training / Qualification
ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance
Environment - Non Weather Related; Human Factors; Manuals; Procedure
I was a CPC Trainer and we were working an medical emergency involving CFEMT inbound to ZZZ diverted to ZZZ1 with a heart attack that was declared approx 5 minutes before the event. As we were attempting to get the emergency down safely; we were still providing services to all the other aircraft. We had a radar assist position training session going on at the same time as the radar-side training. The radar assist position trainee was doing coordination and the radar trainee was providing separation of aircraft while I coordinated the emergency information to the sector next to me that they needed equipment on the field. Aircraft X was southbound and had left 32000 feet then Aircraft Y who was westbound was issued 32000 feet. Aircraft X climb rate was decreasing as Aircraft Y's climb rate was increasing. At the time it was known the separation could be lost; Aircraft X was leaving 32200 feet and Aircraft Y had gone through 31200 feet; Aircraft Y was issued a heading of 360 degrees and descent to 30000 feet and Aircraft X was issued a heading of 270 degrees and asked to verify level at 33000 feet. The radar trainee issued the initial heading of 360 degrees to Aircraft Y then I took over and issued the expedite descent and the turn to Aircraft X. Volume and complexity built quickly during the emergency not allowing us to split the sectors. The radar assist trainee started a couple of weeks ago and I felt like I had to train both the radar-side trainee and radar assist trainee during the situation. Taking into account aircraft performance would have kept the situation from happening. Without the emergency; the sector volume and complexity would have diminished. The situation was handled professionally though Aircraft Y could have possibly been expedited through the Aircraft X altitudes along with the turn which might have prevented it.
Aircraft X was climbing southbound to 33000 feet. I had taken the handoff on Aircraft Y climbing northwest bound with the intention to climb him underneath Aircraft X. We were also working a Medevac Aircraft Z. The pilot [advised ATC of the] medical emergency and stated he wanted to get to the nearest airport as soon as possible. I had notified him that ZZZ2 was at his 2 o'clock and approx. 20 miles; and the pilot inquired about medical services there. Right at this time; the traffic volume had begun building rapidly; but we could not safely spit the sector. We could not ascertain the level of medical service that could be provided at ZZZ2 in a quick enough time; and the pilot said he could continue on to ZZZ if he needed. My radar trainer knew that ZZZ1 was approx 30 miles closer than ZZZ; and also has proper equipment; so we cleared him to ZZZ1. My radar trainer was helping to pass information to the supervisor as well as the next sector because the radar assist was also a trainee and was not able to get the coordination done in a timely fashion. After we had turned CFEMT south and descended him; my trainer had noticed Aircraft Y had 31000 feet in the datablock; but was climbing out of 31200 feet. The Aircraft X Was leaving 32400 feet for 33000 feet. Aircraft X was climbing very slowly; and Aircraft Y was climbing very quickly; so I had issued a 360 heading to the Aircraft Y in an attempt to maintain separation. My trainer got on the frequency and issued a 270 heading to the Aircraft X. My intention was to use the altitude leaving rule; however the extraordinary rates of climb/descent had closed the gap much quicker than expected.
FAAH 7110.65 allows ATC to climb/descend an aircraft to an altitude as soon as they observe aircraft previously at that altitude's Mode C indication that the aircraft has left the altitude. It also notes aircraft performance must be taken into consideration. The controller climbed a B757 to the altitude of a CRJ2 when the CRJ Mode C indicated it was 200 feet above the altitude assigned to the B757. Climb rates were not monitored and the B757 climb rate was much higher than the CRJ2. The Controller issued radar vectors and new altitude assignments but the two aircraft had less than required separation. The sector was very busy at the time due to a medical situation. Also on the job instruction was being conducted on the radar position and the radar-assist position.