D10 controller experienced operational error at approximately 3000 ft when ads departure conflicted ...

Attributes
ACN	680872
Time
Date	200512
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : ads.airport
State Reference	TX
Altitude	msl bound lower : 2000 msl bound upper : 3000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : d10.tracon
Operator	general aviation : personal
Make Model Name	Beechcraft Twin Turboprop Jet Undifferentiated or Other Model
Operating Under FAR Part	Part 91
Flight Phase	climbout : takeoff climbout : initial
Route In Use	departure : on vectors
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tracon : d10.tracon
Operator	general aviation : personal
Make Model Name	Learjet 35
Operating Under FAR Part	Part 91
Flight Phase	descent : approach
Route In Use	arrival : on vectors
Flight Plan	IFR
Person 1
Affiliation	government : faa
Function	controller : approach
Qualification	controller : radar
Experience	controller radar : 14
ASRS Report	680872
Person 2
Affiliation	other
Function	flight crew : captain oversight : pic
Events
Anomaly	conflict : airborne critical non adherence : required legal separation
Independent Detector	other controllera
Resolutory Action	controller : issued new clearance controller : issued advisory
Consequence	faa : investigated
Miss Distance	horizontal : 16200 vertical : 500
Supplementary
Problem Areas	ATC Human Performance
Primary Problem	ATC Human Performance
Air Traffic Incident	Operational Error

Narrative:

I was working the dallas north sector. Dfw and all satellite airports in a south flow. Strong wind at altitude from the west. Coordination with ads was for all IFR sbound and wbound propellers to fly runway heading (150 degrees); northbound and eastbound propellers to be turned left to 100 degrees. Aircraft X; a sbound BE20; reported on the frequency at 2000 ft and appeared to be runway heading. I instructed him to climb and maintain 3000 ft and turn right heading 210 degrees (SOP) to pass over dal airport. Aircraft Y; an LJ35 inbound to aps; was southeast of ads on a northwest heading; level at 3000 ft on arrival 8's frequency. I observed that aircraft X was east of the departure centerline and instructed him to tighten his turn and to turn further right heading 220 degrees; and informed aircraft X of traffic; but he was unable to see the learjet due to aircraft X being in a hard right turn. After listening to the tape when aircraft X checked in on my frequency; he indicated that he was 'turning left to one zero zero.

Original NASA ASRS Text

Title: D10 CTLR EXPERIENCED OPERROR AT APPROX 3000 FT WHEN ADS DEP CONFLICTED WITH ADS ARR.

Narrative: I WAS WORKING THE DALLAS N SECTOR. DFW AND ALL SATELLITE ARPTS IN A S FLOW. STRONG WIND AT ALT FROM THE W. COORD WITH ADS WAS FOR ALL IFR SBOUND AND WBOUND PROPS TO FLY RWY HDG (150 DEGS); NBOUND AND EBOUND PROPS TO BE TURNED L TO 100 DEGS. ACFT X; A SBOUND BE20; RPTED ON THE FREQ AT 2000 FT AND APPEARED TO BE RWY HDG. I INSTRUCTED HIM TO CLB AND MAINTAIN 3000 FT AND TURN R HDG 210 DEGS (SOP) TO PASS OVER DAL ARPT. ACFT Y; AN LJ35 INBOUND TO APS; WAS SE OF ADS ON A NW HDG; LEVEL AT 3000 FT ON ARR 8'S FREQ. I OBSERVED THAT ACFT X WAS E OF THE DEP CTRLINE AND INSTRUCTED HIM TO TIGHTEN HIS TURN AND TO TURN FURTHER R HDG 220 DEGS; AND INFORMED ACFT X OF TFC; BUT HE WAS UNABLE TO SEE THE LEARJET DUE TO ACFT X BEING IN A HARD R TURN. AFTER LISTENING TO THE TAPE WHEN ACFT X CHKED IN ON MY FREQ; HE INDICATED THAT HE WAS 'TURNING L TO ONE ZERO ZERO.

Data retrieved from NASA's ASRS site as of January 2009 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.

D10 controller experienced operational error at approximately 3000 ft when ads departure conflicted with ads arrival.