PC-12
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (mon) 6
Workload; Troubleshooting; Training / Qualification; Time Pressure; Situational Awareness; Distraction; Communication Breakdown; Confusion
ATC Issue All Types; Conflict NMAC
Air Traffic Control Issued New Clearance
Staffing; Procedure; Company Policy; Human Factors
I was CIC (Controller in Charge) of the Approach control facility. The Radar Controller was working North South Sectors combined; which is standard for our facility due to traffic volume not being as high as it used to be. The Radar Controller Had an IFR aircraft (Aircraft X) off of one of our satellite airports; ZZZ; climbing high with the center level at 8;000 feet northbound. The Radar Controller also had an IFR aircraft (Aircraft Y) level at 8;000 feet southbound. Both aircraft on a collision course at 8;000 feet about 5 or so miles apart. Prior to this moment an adjacent facility sector called and the Radar Controller answered the shout line. The other line left unanswered. They called again and I answered working CIC and Data combined realizing the Controller needed assistance. They requested we climb Aircraft Z to 17;000 feet. I acknowledged with my initials. Immediately after I told the Controller to climb Aircraft Z to 17;000 feet pointing at the scope at the aircraft (now 4ish miles apart.) Controller told me to 'hold on' and went to Aircraft A a VFR aircraft in the northeast part of our airspace who was descending out of 6;500 feet southwest bound towards a Aircraft B (IFR) who was descending out of 9;000 for 5;000 feet who could of been a factor but currently were 10 ish miles apart and told Aircraft A to turn on a heading of 270 (I believe) reference traffic. The Conflict Alert alert is now going off; the Controller realizing her mistake asked me what to do; I told her to crank one to the right. At this point Aircraft A got back on frequency asking 'say again.' I told the Controller to now Climb Aircraft X to 17;000 feet ; she keyed up climbing him to 10;000 feet. He acknowledged the climb. I told her to give Traffic alert; to the other aircraft (Aircraft Y). She did not; and kind of froze. We did not have a hand mike plugged in to the adjacent scope so I was unable to get on the frequency myself to do anything. Aircraft X and Aircraft Y went right over one another by 100 feet. Neither knowing about each other. The Radar Controller just certified on radar and had her two RDO's (regular days off) right after. This may have played a factor on her not prioritizing the two IFR aircraft on a collision course before the VFR and IFR aircraft 10 miles apart. My recommendation would be to remind controllers working position that the CIC has say in the operation and should be listened to when they give an instruction. Because they may see something you have missed; and are trying to avoid a catastrophe. I should of been more adamant after I told the Controller to climb Aircraft Z instead of letting the Controller tell me to 'hold on.'
Aircraft X was level at 8;000 feet. Aircraft Y was level at 8;000 feet. VFR Aircraft A landing ZZZ1 requesting RNAV Approach and IFR Aircraft B at 5;000 feet landing SWF were merging and I turned the VFR aircraft on a 270 heading. Due to this situation I was late to resolve the conflict between Aircraft X and Aircraft Y. Center approved higher for Aircraft X to 17;000 feet. I did not answer the line; CIC (Controller in Charge) did and advised me to climb Aircraft X. Other contributing factors were that the whole session I was working radar; the CIC was hovering over my shoulder making comments and telling me what to do. One instance was with a VFR aircraft over already radar with the adjacent TRACON sector and requested a IFR clearance to his destination. The CIC did not allow me to handle this situation how I wanted to and immediately made coordination with other sectors and was telling me what to tell the aircraft. I then went ahead and told him to take the position and for him to speak to the aircraft since he had made all the coordination. The whole session he pointed out minor things that when an actual important situation came up I could not tell he was urgent and I had not noticed the two aircraft at 8;000 feet. CIC was micromanaging me and was hindering my ability to work my traffic with his constant comments. Such as 'I didn't want to sit here and watch you'. Due to all these factors it was extremely difficult to work my traffic and focus. The one time I needed my CIC to advise me of an urgent situation; he did not until Center called to climb the aircraft. But when there were minor things in the way he wanted to work my traffic then he was yelling. This CIC took approximately over 600 hours to certify on radar and constantly had talks to during training. He also had his facility CIC waived a few months after he certified on radar. They should not have two recently checked out controllers working radar and data alone. CIC should not comment unless it is a safety issue. The CIC should allow the Controller to work traffic and only interfere when extremely necessary. I should have rerouted Aircraft Y through a less congested area.
A TRACON Controller in Charge and Controller working a sector reported the sector controller did not respond in a timely manner to the Controller in Charge's instruction to climb and vector two aircraft head on at 8;000 feet resulting in a NMAC.