Narrative:

Aircraft X checked on with me on departure climbing via the JASPA4 SID to 16;000. During the check-in; I received a call either from the local controller in the tower to coordinate something; and did not hear the full check-in. I radar identified the aircraft; and continued the coordination. When the coordination was completed; aircraft X checked in again; having apparently not heard my response. Again; this transmission was partially blocked by; I believe; another aircraft checking in on a separate frequency. A few minutes later; I observed aircraft X climbing out of 10;300 or so; through the feeder east downwind; who had 2 aircraft in that vicinity (aircraft Y @ 11;000 & aircraft Z @13;000 descending). At the time I noticed this rapid climb rate; I was on the landline with the local controller; who called to coordinate more departure information; as well as having 2 other aircraft checking on 2 separate frequencies; clogging my frequencies. The rapid climb rate allowed for aircraft X to climb through 11;000 by the time I initiated the transmission; telling him to immediately descend for a traffic alert. Aircraft X came within 2.65 miles laterally and 300 feet vertically of aircraft Y; who was now level at 11;000 at aircraft X's 1-2 o'clock. Due to his rapid climb rate; aircraft X was at 11;400 before he had his aircraft set into a descent; and aircraft Z was at his 11 o'clock and about 1-2 miles descending through 12;400. Feeder east (controlling aircraft Z) immediately issued a right turn west-bound for their arrival; as my departure continued descending southeast-bound out of his flight path. I do not know the final lateral and vertical distances between aircraft X and aircraft Z. I asked aircraft X why he was climbing; and he informed me that the tower cleared him to climb via the departure to 16;000 instead of 10;000; as per the RNAV departure requirement. When I informed the flm and the omic of the incident; they inquired with the tower as to the actual clearance given to the aircraft. The clearance delivery controller cleared aircraft X 'via the JASPA4 departure; top altitude 16;000.' I do not know why the controller issued 16;000 to this particular aircraft; while issuing 10;000 to every other aircraft (as per the requirement); but they did.1) I know in this case; after being informed that the aircraft did; in fact; check in climbing to 16;000; it is irrelevant. However; I believe the FAA's stance on the climbing via phraseology for pilots should have every pilot check in 'climbing via the departure to (altitude)' instead of just 'climbing via the departure.'2) I noticed on all of the SID plates out of dfw; the top altitude of 10;000 is not depicted on the visual representation of the departure. It is stated on the back; in the written description; near the bottom of the narrative. I recommend this top altitude be placed; clearly visible; on the visual depiction of the departure procedures. I was informed shortly after this incident that on the next chart date; this should be happening.

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Original NASA ASRS Text

Title: D10 arrival and departure Controllers plus pilot of Aircraft X report on a loss of separation due to the clearance delivery person issuing the incorrect altitude for initial climbout.

Narrative: Aircraft X checked on with me on departure climbing via the JASPA4 SID to 16;000. During the check-in; I received a call either from the local controller in the tower to coordinate something; and did not hear the full check-in. I radar identified the aircraft; and continued the coordination. When the coordination was completed; Aircraft X checked in again; having apparently not heard my response. Again; this transmission was partially blocked by; I believe; another aircraft checking in on a separate frequency. A few minutes later; I observed Aircraft X climbing out of 10;300 or so; through the Feeder East downwind; who had 2 aircraft in that vicinity (Aircraft Y @ 11;000 & Aircraft Z @13;000 descending). At the time I noticed this rapid climb rate; I was on the landline with the local controller; who called to coordinate more departure information; as well as having 2 other aircraft checking on 2 separate frequencies; clogging my frequencies. The rapid climb rate allowed for Aircraft X to climb through 11;000 by the time I initiated the transmission; telling him to immediately descend for a traffic alert. Aircraft X came within 2.65 miles laterally and 300 feet vertically of Aircraft Y; who was now level at 11;000 at Aircraft X's 1-2 o'clock. Due to his rapid climb rate; Aircraft X was at 11;400 before he had his aircraft set into a descent; and Aircraft Z was at his 11 o'clock and about 1-2 miles descending through 12;400. Feeder East (controlling Aircraft Z) immediately issued a right turn west-bound for their arrival; as my departure continued descending southeast-bound out of his flight path. I do not know the final lateral and vertical distances between Aircraft X and Aircraft Z. I asked Aircraft X why he was climbing; and he informed me that the tower cleared him to climb via the departure to 16;000 instead of 10;000; as per the RNAV departure requirement. When I informed the FLM and the OMIC of the incident; they inquired with the tower as to the actual clearance given to the aircraft. The clearance delivery controller cleared Aircraft X 'via the JASPA4 departure; top altitude 16;000.' I do not know why the controller issued 16;000 to this particular aircraft; while issuing 10;000 to every other aircraft (as per the requirement); but they did.1) I know in this case; after being informed that the aircraft did; in fact; check in climbing to 16;000; it is irrelevant. However; I believe the FAA's stance on the climbing via phraseology for pilots should have every pilot check in 'climbing via the departure to (altitude)' instead of just 'climbing via the departure.'2) I noticed on all of the SID plates out of DFW; the top altitude of 10;000 is not depicted on the visual representation of the departure. It is stated on the back; in the written description; near the bottom of the narrative. I recommend this top altitude be placed; clearly visible; on the visual depiction of the departure procedures. I was informed shortly after this incident that on the next chart date; this should be happening.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.