Air Traffic Control Developmental
Training / Qualification; Communication Breakdown; Situational Awareness; Distraction; Workload
ATC Issue All Types; Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Human Factors
While in training on Approach; Aircraft X responded to an RA climbing into the flight path of Aircraft Y. Aircraft Y; was a VFR inbound from the East-Southeast. On initial contact I restricted him at or above 10;500 feet. Once he was 18 miles E-SE; I revised the altitude to 9;500 feet to protect for the departure corridor. About 10 miles later; on his westbound heading to enter right traffic for I noticed he descended through the restriction. At this time I had Aircraft X departing SID. I instructed Aircraft X to climb unrestricted to 20;000 feet; expecting him to climb at a better rate than the SID so he would be above Aircraft Y upon merging. I issued traffic to Aircraft Y on Aircraft X. I was then distracted by an aircraft 20 miles to the south reporting one minute prior to jumpers away; who had never called me on initial departure to begin with. Once I issued the parachute operation phraseology; I looked back at Aircraft X and noticed he had not climbed as expected and was a direct factor with Aircraft Y. I issued a 190 heading to Aircraft Y and an expedite through 10;000 feet to Aircraft X; but it was too late; as Aircraft X reported responding to an RA.Once noticing Aircraft Y descended through his restriction; I should have made him climb back up or turned him. There was miscommunication with my trainer; as he told me to just let him descend although I told him I had a departure coming off. I also should have told Aircraft X no delay through 10;000 feet when I issued the unrestricted climb. I could have turned Aircraft Y out of the way sooner as well. The skydive aircraft should not have been my priority and took my attention away from separation. Once noticing the imminent conflict I should have stopped Aircraft X at 8;000 ft. and turned away from the 8;400 feet MVA; climbing Aircraft Y instead of issuing a turn. A traffic alert was also warranted.
During the departure climbout we were cleared to climb to 20;000 feet unrestricted by Departure Control. Shortly after that the Controller issued a traffic alert at 11 o'clock and 9;000 feet. We replied that we were searching but did not have the traffic in sight. Less than 30 seconds later we received an RA alerting us to arrest the descent. The Captain was pilot flying and began a descent down to 8;500 feet and leveled off; following the RA guidance. I reported the RA to departure and notified the Controller that we got within 300 feet of the aircraft. She acknowledged our radio call and gave us a turn to the right and a climb back to 20;000 feet once we were clear of the other aircraft. The other aircraft involved was a small aircraft. It did not change altitude; stayed at 9;000 feet during the whole event; and did not even make any radio calls leading us to believe they were on a different frequency. Fortunately; the Captain complied with the RA quickly as ATC did not realize our flight paths were going to intersect. During the descent and level off our airspeed did climb to 300 kts. We did not break an aircraft limitation during the ordeal but we were below 10;000 feet at that airspeed. We were cleared through the altitude and flight path of the General Aviation aircraft while in positive contact with ATC. No corrective action was taken or recommended by ATC and we had to remedy the situation by complying with the RA. ATC notified us of the traffic but did not take any steps to resolve the situation since we did not have the traffic in sight. A turn or different clearance limit from ATC would have prevented this situation. Even had we called the traffic in sight; we would have had to deviate from the departure to remain clear of the other aircraft.
ABQ Approach Controller reported that a VFR aircraft descended below its assigned altitude and caused an NMAC.