CLE TRACON Controller receiving training described a loss of separation event when the landing runway was closed because of braking issues; the Reporter indicating the Instructor failed to hear an incorrect vector instruction because of coordination involvement/s.
Synopsis
CLE TRACON Controller receiving training described a loss of separation event when the landing runway was closed because of braking issues; the Reporter indicating the Instructor failed to hear an incorrect vector instruction because of coordination involvement/s.
Narrative
Air Carrier X was first on final and Air Carrier Y was 5 miles behind them on the ILS just outside the FAF. Air Carrier X was on the Tower frequency when the City Of Cleveland closed the landing runway due to 'poor' breaking. I was in the process of climbing and/or descending all my traffic for holding when the Tower coordinated to put Air Carrier X back on the downwind. I had Air Carrier Y climb to the lowest free altitude that I had at the time; 5000; and when Air Carrier X checked in I climbed them to 6000; the next free altitude. Without verifying that Air Carrier X climbed through 5000 I turned Air Carrier Y right direct the holding fix and that's when the proximity event took place. My Trainer was then able to step in and resolve the conflict. Recommendation; during the event my Trainer was busy coordinating with the Tower and not listening to what I was doing; while the person that was supposed to open the inner was trying to get me to do something that I didn't understand. There wasn't a lot of traffic that warranted and inner Controller since we were holding at all the fixes and only had about 6 planes in the airspace; however we did need a coordinator due the constantly changing conditions and the complexity of the situation.
Second reporter narrative
I was conducting training on the Arrival West position of which Arrival East; Arrival Low; and Arrival Coordinator was combined to this position. The weather was IFR with low visibility and snow at the airport; RVRs of 4500 feet were being reported. The ILS to Runway 24R was being used with Runway 24L closed for snow removal. We were advised by the Tower that a poor braking action had just been given by the last arrival. We had 6 arrivals in the airspace when another Controller was assigned to decombine the Arrival Low position; he recognized the possibility of us losing Runway 24R due to poor braking action and put the outer fixes in hold. Once the outer fixes were in the hold I suggested that he could better help the operation by acting as a Coordinator since we only had 6 aircraft and the Coordinator lines were busy. He continued to decombine the Arrival Low position. There were 3 planes on the final when a second poor braking action was received and the city shut down the runway. Air Carrier X was sent around by the Tower; assigned runway heading and climbing to 4000ft. The Tower Coordinator called the RADAR room and asked if we want the go around back on the arrival frequency. The CLE SOP states a go around should be handed off to the Departure Controller. Being tasked with monitoring my Developmental separating aircraft; making a plan for holding and doing Arrival Coordinator duties I quickly said yes to the Tower and accepted the go around on our frequency. The Developmental turned Air Carrier X right to a heading of 055 to re-enter our airspace and climbed to 6000ft. Air Carrier Y was cleared for the ILS to Runway 24R but had approach clearance canceled due to the runway being closed. Air Carrier Y was climbed to 5000ft and initially given a right turn to 360 degrees. Air Carrier Y was given a further right turn to a fix and began holding. Air Carrier X was at 5000ft entering the right downwind as Air Carrier Y was beginning the right turn on the right downwind at 5000 ft also. I took over and turned Air Carrier X left to a heading of 360 and I turned Air Carrier Y right to a heading of 090. Recommendation; do not have a Coordinator position assigned to Arrival West while training is being conducted. Tower personnel should follow SOP and hand off go-arounds to the Departure Controller. Additionally; CLE should incorporate holding procedures into the yearly unusual situation training. I feel that the lack of experience with holding procedures contributed to this error.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.