Narrative:

Air carrier X was inbound to runway 13R and had been issued winds and a landing clearance. Traffic watch helicopter nga Y was on the 'normal' circuit over the interstate which runs almost parallel to the 13L/13R runways, south of the airport, then turns northwest at the west corner of the airport. I issued the helicopter traffic to air carrier X as off his right, northbound at 1200 ft. The altitude changed from 1100 ft to 1200 ft as I was issuing the traffic. Air carrier X replied that he had him on TCASII. I looked up and the boeing was in a drastic climb. I could see the whole underside. The boeing crossed the runway 13R threshold, although he never stated it was an RA caused climb at approximately 2200 ft. I was attempting to advise regional (dfw) approach about the boeing's go around. The aircraft was at 2300 ft. I instructed him to descend and maintain 2000 ft. I issued traffic to the boeing about the baron. Regional approach had baron (Z) northbound over the top of runway 18/36 for sequencing to land on runway 13L. Normal procedure. The BE55 was at 2500 ft, the boeing at 2300 ft. The boeing never reported the baron in sight, but (luckily) did pass behind him. The boeing was at 2200 ft at the departure end of runway 13R. That was just in time to tie a departing IFR jet off of runway 13L. Air carrier X was instructed to maintain visual separation with the departing citation (a) and to continue on runway heading. The citation was continuing off runway 13L, runway heading, climbing to 5000 ft. As he gained speed and altitude, having issued him no delay climbing out of 3000 ft, I switched citation to regional (dfw) departure control. I coordinated with regional approach and issued a left turn to air carrier X for left traffic to runway 13R. I had already been in contact with the overflt, baron, and had issued him descent and a short approach to land on runway 13L. The 'normal' climb (missed approach) for air carrier X would have climbed him directly into the inbound overflt at 2500 ft. Also, our own (limited radar tower) radar controller always climbs all of the overflts (ads-rbd-nbe-to downtown, etc, etc) that they control and cross over runway 18/36 north and sbound at 2000 ft. Luckily, there was nobody at 2000 ft today. I still don't know if the pilot went around due to an 'RA' because he never said -- or because he couldn't get down. It appeared due to the RA and was very close!!!

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Original NASA ASRS Text

Title: A B737 ON VISUAL APCH RECEIVES A TCASII RA ON FINAL FROM A TFC WATCH HELI AND INITIATES A CLB TO 2300 FT OVER THE ARPT. THE B737 CONFLICTED WITH A LNDG BE55 DIRECTLY OVER THE ARPT AT 2500 FT AND A DEPARTING C550.

Narrative: ACR X WAS INBOUND TO RWY 13R AND HAD BEEN ISSUED WINDS AND A LANDING CLRNC. TFC WATCH HELI NGA Y WAS ON THE 'NORMAL' CIRCUIT OVER THE INTERSTATE WHICH RUNS ALMOST PARALLEL TO THE 13L/13R RWYS, S OF THE ARPT, THEN TURNS NW AT THE W CORNER OF THE ARPT. I ISSUED THE HELI TFC TO ACR X AS OFF HIS R, NBOUND AT 1200 FT. THE ALT CHANGED FROM 1100 FT TO 1200 FT AS I WAS ISSUING THE TFC. ACR X REPLIED THAT HE HAD HIM ON TCASII. I LOOKED UP AND THE BOEING WAS IN A DRASTIC CLB. I COULD SEE THE WHOLE UNDERSIDE. THE BOEING CROSSED THE RWY 13R THRESHOLD, ALTHOUGH HE NEVER STATED IT WAS AN RA CAUSED CLB AT APPROX 2200 FT. I WAS ATTEMPTING TO ADVISE REGIONAL (DFW) APCH ABOUT THE BOEING'S GAR. THE ACFT WAS AT 2300 FT. I INSTRUCTED HIM TO DSND AND MAINTAIN 2000 FT. I ISSUED TFC TO THE BOEING ABOUT THE BARON. REGIONAL APCH HAD BARON (Z) NBOUND OVER THE TOP OF RWY 18/36 FOR SEQUENCING TO LAND ON RWY 13L. NORMAL PROC. THE BE55 WAS AT 2500 FT, THE BOEING AT 2300 FT. THE BOEING NEVER REPORTED THE BARON IN SIGHT, BUT (LUCKILY) DID PASS BEHIND HIM. THE BOEING WAS AT 2200 FT AT THE DEP END OF RWY 13R. THAT WAS JUST IN TIME TO TIE A DEPARTING IFR JET OFF OF RWY 13L. ACR X WAS INSTRUCTED TO MAINTAIN VISUAL SEPARATION WITH THE DEPARTING CITATION (A) AND TO CONTINUE ON RWY HDG. THE CITATION WAS CONTINUING OFF RWY 13L, RWY HDG, CLBING TO 5000 FT. AS HE GAINED SPEED AND ALT, HAVING ISSUED HIM NO DELAY CLBING OUT OF 3000 FT, I SWITCHED CITATION TO REGIONAL (DFW) DEP CTL. I COORDINATED WITH REGIONAL APCH AND ISSUED A L TURN TO ACR X FOR L TFC TO RWY 13R. I HAD ALREADY BEEN IN CONTACT WITH THE OVERFLT, BARON, AND HAD ISSUED HIM DSCNT AND A SHORT APCH TO LAND ON RWY 13L. THE 'NORMAL' CLB (MISSED APCH) FOR ACR X WOULD HAVE CLBED HIM DIRECTLY INTO THE INBOUND OVERFLT AT 2500 FT. ALSO, OUR OWN (LIMITED RADAR TWR) RADAR CTLR ALWAYS CLBS ALL OF THE OVERFLTS (ADS-RBD-NBE-TO DOWNTOWN, ETC, ETC) THAT THEY CTL AND CROSS OVER RWY 18/36 N AND SBOUND AT 2000 FT. LUCKILY, THERE WAS NOBODY AT 2000 FT TODAY. I STILL DON'T KNOW IF THE PLT WENT AROUND DUE TO AN 'RA' BECAUSE HE NEVER SAID -- OR BECAUSE HE COULDN'T GET DOWN. IT APPEARED DUE TO THE RA AND WAS VERY CLOSE!!!

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.