Cessna 310/T310C
Air Traffic Control Fully Certified
Situational Awareness; Communication Breakdown
ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance
Human Factors; Procedure
Working North RADAR; I took an automated point on two aircraft departing en route. First aircraft climbed to 8;000 and second to 4;000 prior to my boundary. Both aircraft were level crossing into my boundary westbound. I had an aircraft southeast bound at 7;000 which needed to be descended to 5;000 per LOA. After paths had crossed; I descended my aircraft to 5;000. The aircraft I had taken a point out on started climbing. He was out of 4;300; so I immediately turned my aircraft left 090 and to maintain 6;000. The other Controller had climbed the aircraft; pointed out; and switched it to Approach. I made two mistakes: assuming the aircraft was at his requested altitude and not issuing traffic. Do not make assumptions. There is still verbal coordination needed even with automation.
I had two aircraft depart in quick succession requesting IFR to the same airport. I had already issued the IFR to the first aircraft; a PA46; climbing to 8;000. The second aircraft was a P46T; requesting same route and 8;000; I restricted him low while VFR until I could get 1;000 FT separation from PA46. I cleared the second aircraft once the first was out of 5;000. Since they were less than 3 miles apart I issued the P46T 4;000 with the intention of working out higher later; once available. I had data amend the altitude to 4;000 in the FDIO in case I couldn't get higher worked out. I pointed both aircraft out to Radar West via automation and put them in handoff status to Approach. I got busy with other duties and saw that [Approach] had the handoff. Then I realized that I could work out 6;000 for the P46T since the PA46 was level at 8;000. I APREQed climbing to 6;000 with Approach; and it t was approved; so I issued it to the P46T. I was quick-looking RADAR North/West and saw the BE55 at 7;000 south southeast bound and thought the P46T and the BE55 were separated; even with the climb to 6;000. When I looked again to switch the aircraft to Approach; the RADAR West Controller's aircraft was descending through 6;000 3 miles north northeast of my aircraft. I didn't know the aircraft was on a vector until after I quickly pointed out the situation to the Controller on the RADAR north scope. I need to ensure I follow thru and cover the basics; especially when I'm in a hurry. The point out via automation wasn't enough in this instance. I needed to let the RADAR West Controller know what my aircraft would be climbing to. Both controllers had a lot going on. I think we made some assumptions about what the other was doing. I believe the aircraft were separated because the RADAR North/West Controller saw my aircraft climb and issued a vector around the P46T to the BE55 with the descent to 5;000. This is the kind of situation that can get away from people.
TRACON Controller described a near loss of separation event when reliance upon an automated procedure was not followed up by needed human coordination to insure everyone was on the same page.