Narrative:

About 2 1/2 mi east of the extended centerline of runway 1R, I saw an inbound IFR aircraft Y that was wbound at 3000 ft landing at a satellite airport about 9 mi northwest of dulles airport. I called down to the departure controller to let him know I had a heavy air carrier X ready for takeoff on runway 1L. I asked the departure controller if he wanted me to stop the heavy jet at 2000 ft. The departure controller said turn the heavy aircraft on a 300 degree heading. The heavy jet was cleared for takeoff and issued a 300 heading and switched to the departure controller. Little did I know, at this time the departure controller was trying to get a hold of me via the landline to tell me to keep the heavy jet straight out on runway heading, but the icss wasn't working properly. The heavy departure aircraft checked in with the departure controller and she issued traffic to him. The satellite IFR aircraft by this time had cancelled IFR and reported the airport in sight. He made a left turn southeast toward the heavy departing traffic. He seemed to climb (inbound satellite) to about 2200 ft and the heavy jet passed real close of the GA aircraft Y. The pilot of the heavy jet said he has to file a near miss. Supplemental information from acn 215162: air carrier X departed iad. Unknown aircraft Y approximately 2200 ft inside TCA. Traffic called to air carrier X and a heading issued to avoid traffic. Air carrier X advises traffic in sight and avoidance procedures taken. We were having interphone problems (equipment) and I was unable to effect an earlier turn from tower controller prior to departure. Supplemental information from acn 214970: I was working departure control. North arrival was working the aircraft to the east. I advised him he can now turn the aircraft Y towards leesburg for the visual approach. Local control called to advise that air carrier X will be departing. I advised local to put him on a 300 degree heading. The single engine aircraft was still 2-3 mi east of the airport and about 8 mi northeast of the airport. The single engine aircraft was 3 mi east of leesburg heading west when I was relieved at the position. Air carrier X was also not off yet. The next controller took the position. While standing behind the controller I observed the single engine plane make a left turn towards air carrier X and climb out of 20 to 22. Air carrier X climbed very slowly and the controller turned the air carrier X and issued traffic. 2 factors come into this problem. The inability to speak to local and the aircraft Y not descending for the airport.

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Original NASA ASRS Text

Title: ACR X HAD LTSS FROM VFR ACFT Y IN TCA. EVASIVE ACTION TAKEN. OPERROR.

Narrative: ABOUT 2 1/2 MI E OF THE EXTENDED CTRLINE OF RWY 1R, I SAW AN INBOUND IFR ACFT Y THAT WAS WBOUND AT 3000 FT LNDG AT A SATELLITE ARPT ABOUT 9 MI NW OF DULLES ARPT. I CALLED DOWN TO THE DEP CTLR TO LET HIM KNOW I HAD A HVY ACR X READY FOR TKOF ON RWY 1L. I ASKED THE DEP CTLR IF HE WANTED ME TO STOP THE HVY JET AT 2000 FT. THE DEP CTLR SAID TURN THE HVY ACFT ON A 300 DEG HDG. THE HVY JET WAS CLRED FOR TKOF AND ISSUED A 300 HDG AND SWITCHED TO THE DEP CTLR. LITTLE DID I KNOW, AT THIS TIME THE DEP CTLR WAS TRYING TO GET A HOLD OF ME VIA THE LANDLINE TO TELL ME TO KEEP THE HVY JET STRAIGHT OUT ON RWY HDG, BUT THE ICSS WASN'T WORKING PROPERLY. THE HVY DEP ACFT CHKED IN WITH THE DEP CTLR AND SHE ISSUED TFC TO HIM. THE SATELLITE IFR ACFT BY THIS TIME HAD CANCELLED IFR AND RPTED THE ARPT IN SIGHT. HE MADE A L TURN SE TOWARD THE HVY DEPARTING TFC. HE SEEMED TO CLB (INBOUND SATELLITE) TO ABOUT 2200 FT AND THE HVY JET PASSED REAL CLOSE OF THE GA ACFT Y. THE PLT OF THE HVY JET SAID HE HAS TO FILE A NEAR MISS. SUPPLEMENTAL INFO FROM ACN 215162: ACR X DEPARTED IAD. UNKNOWN ACFT Y APPROX 2200 FT INSIDE TCA. TFC CALLED TO ACR X AND A HDG ISSUED TO AVOID TFC. ACR X ADVISES TFC IN SIGHT AND AVOIDANCE PROCS TAKEN. WE WERE HAVING INTERPHONE PROBLEMS (EQUIP) AND I WAS UNABLE TO EFFECT AN EARLIER TURN FROM TWR CTLR PRIOR TO DEP. SUPPLEMENTAL INFO FROM ACN 214970: I WAS WORKING DEP CTL. N ARR WAS WORKING THE ACFT TO THE E. I ADVISED HIM HE CAN NOW TURN THE ACFT Y TOWARDS LEESBURG FOR THE VISUAL APCH. LCL CTL CALLED TO ADVISE THAT ACR X WILL BE DEPARTING. I ADVISED LCL TO PUT HIM ON A 300 DEG HDG. THE SINGLE ENG ACFT WAS STILL 2-3 MI E OF THE ARPT AND ABOUT 8 MI NE OF THE ARPT. THE SINGLE ENG ACFT WAS 3 MI E OF LEESBURG HDG W WHEN I WAS RELIEVED AT THE POS. ACR X WAS ALSO NOT OFF YET. THE NEXT CTLR TOOK THE POS. WHILE STANDING BEHIND THE CTLR I OBSERVED THE SINGLE ENG PLANE MAKE A L TURN TOWARDS ACR X AND CLB OUT OF 20 TO 22. ACR X CLBED VERY SLOWLY AND THE CTLR TURNED THE ACR X AND ISSUED TFC. 2 FACTORS COME INTO THIS PROBLEM. THE INABILITY TO SPEAK TO LCL AND THE ACFT Y NOT DSNDING FOR THE ARPT.

Data retrieved from NASA's ASRS site as of July 2007 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.