LNK APCH CTLR EXPERIENCED OPERROR WHEN MISJUDGING THE ASSENT AND TURN RATE OF A C650 CLBING ABOVE C182.

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ON OCT/TUE/04; I HAD BEEN CHKED OUT ON RADAR FOR 4 DAYS. APCH WAS COMBINED UP IN THE CAB SO I WAS WORKING E AND W HDOF. WX WAS IFR/MARGINAL VFR SO INST APCHES WERE IN USE TO ONE RWY. MANY INBOUNDS FROM THE W AND A FEW DEPS TO BOTH E AND W. LITTLE TFC INBOUND FROM THE E. CTLR WORKING LCL FAIRLY RECENTLY CHKED OUT ON THAT POS. C182 OFF ARPT ISSUED ON COURSE TO DEST (ABOUT A 050 DEG HDG) CLBING TO 7000 FT. C650 OFF ARPT LAUNCHED SHORTLY AFTER THAT ON A 030 DEG HDG UP TO 4000 FT. WHEN THE C650 CHKED ON THE C182 WAS A FACTOR FOR THE CITATION'S CLB AND TFC INBOUND FROM E PREVENTED AN IMMEDIATE TURN ON COURSE (ABOUT A 178 DEG HDG). C650 TOLD TO REMAIN ON THE 030 DEGS AND STOP AT 4000 FT. TFC FROM THE W BEING SEQUENCED AND TURNED ONTO LOC CAUGHT MY ATTN AND EVENTUALLY THE C650 PLT INFORMED ME HE WAS LEVEL AT 4000 FT. I GLANCED TO SE FOR TFC; NO FACTOR; AND ISSUED THE C650 A R TURN TO 130 DEGS AND CLB TO 10000 FT. I NOTICED THE C650 WAS NOT TURNING FAR ENOUGH/FAST ENOUGH TO AVOID THE C182 STILL NEBOUND CLBING OUT OF 5500 FT. C650 ISSUED A 180 DEG HDG TO GET DIVERGENCE QUICKER. C650 PLT ISSUED TFC ON THE C182. ACFT MAY HAVE BEEN AS CLOSE AS 2 MI APART AND 900 FT VERT BEFORE DIVERGENCE WAS ACHIEVED. THE DECISION I MADE TO TURN THE C650 AND CLB AT THE SAME TIME WAS OBVIOUSLY NOT A GOOD DECISION. THAT WAS DEFINITELY MY MISTAKE. I ALSO BELIEVE THAT THE CIC IN THE CAB SHOULD HAVE BEEN PAYING CLOSER ATTN TO A 4 DAY FPL AND A FAIRLY INEXPERIENCED LCL CTLR ON A BUSY IFR SESSION. IF RADAR WOULD HAVE BEEN SPLIT (ARDR-E AND ARDR-W IN THE RADAR ROOM); THE SIT COULD ALSO HAVE BEEN LESS INTENSE FOR ALL INVOLVED.