Date: 202111
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: M-20 T Predator
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZZZ5
ATC / advisory: TRACON ZZZ
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction
Second reporter function: Pilot Flying; Single Pilot
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: As a Preface; the day was busy.  I got my butt kicked just about every session with the exception of one where I worked Data.  All the others were either North radar combined or south radar with ZZZ1 final and ZZZ2 final.  ZZZ1 arrivals were outrageous with fighters; C17s; T38s; and TEX2s all day.I was working south Radar dealing with a handful of T38s with poor radios for TACAN; ILS; LOC; and high TACAN approaches at ZZZ1.  We combined north radar to south radar in the middle of it since north radar didn't have very much traffic and we could get someone fresh to keep the rotation of positions going.  Aircraft X was direct ZZZ2 for the GPS XXL at 060 southbound.  Aircraft Y was westbound towards ZZZ3 at 060.  Honestly; I simply forgot that I was working north radar during my battle with getting the T38s on the ground and sequencing them behind a C206 on the GPS runway X at ZZZ1 while juggling the High TACAN T38s in with the regular approach T38s.  Before the conflict alert went off I heard 'Approach; what about this traffic at my 10 o'clock?'  I looked up searching for who could have said that and saw the Aircraft X and Aircraft Y on converging courses at the same altitude.  It wasn't good.  I turned Aircraft Y to a 240 heading then gave the traffic alert.  Then I turned Aircraft X to a 270 heading and gave a traffic alert.  During the exchange; someone was 'hotmic'd' so I was worried the instructions didn't go out; but both planes turned to divert.  The closest was 1.23 miles and 100ft.  I believe Aircraft X called us later on the phone saying he was going to final NMAC paperwork and that he was shook up.It would be very convenient for me to point the finger at someone else to say 'Someone could have been watching the scope with me'; but honestly; the buck stops with me.  I was burnt out on the session with the error and I could have spoke up and asked for an easier sector.  I could have been more vigilant in scanning my airspace to notice an extremely easy to see; textbook conflict and fixed it before it became a problem.


Second narrative: While en route from ZZZ4 to ZZZ2 on an IFR flight plan; I was given direct ZZZ2 while just off ZZZ4. En route; while approaching the X area; I noticed an ADS-B target on my iPad; traveling northwest bound at 230 knots ground speed; at my altitude. Based on my iPad; it appeared that we were likely to conflict. I estimate my distance from this target initially was 6-8 miles when I first noticed. Suspecting a conflict; I eagerly awaited ATC's turn instructions to either aircraft. I searched visually for the aircraft for the purposes of anticipating a traffic call from ATC; hoping to say 'Traffic in sight.' When I heard no instruction for either aircraft; and could not acquire the target visually; I queried ATC (ZZZ Approach) with the following phrase: 'ZZZ Approach; Aircraft X; do you have the traffic off my left wing?' This resulted in immediate instructions for me to make a turn to a heading of 270; and for the other aircraft to make a turn to the south; heading of 180 or 190. I initiated the turn prior to acknowledging ATC's instruction; and read back this instruction while in the turn. While turning; I received a traffic alert from Foreflight running on my iPad; which called traffic at '10 o'clock; same altitude.' I am convinced that had I not queried ATC regarding this conflict; the controller would not have taken action. After both aircraft were established on new; non-conflicting courses; the controller handed off the other aircraft to another facility. During the hand-off; the controller apologized to the other aircraft for the incident. I was then given vectors for the RNAV RWY XYL approach; was handed to the tower; and landed without issue. I believe ADS-B traffic information in the cockpit and the use of traffic information on my iPad while in busier airspace; combined with a proactive approach with ATC (my query about potential conflict) helped resolve this situation. I am surprised this occurred in such well-traveled airspace; very near a Class B airport and right at the Class B boundary. I would be curious to know if ATC received a CA-collision alert on their radar display.


Synopsis: TRACON Controller and an involved pilot reported an NMAC requiring evasive action.