Narrative:

I had just relieved another controller who had told me aircraft X was cleared to land runway 35. I was working lcs and lcw combined for only a few minutes when situation occurred. A C130 had checked on for runway 35 and I cleared him to land informing him of an airbus departure off runway 30L. I then cleared the airbus for takeoff runway heading off runway 30L. I saw the arrival come over the landing threshold and looked fine for landing. I put my attention to the runway 30L departure which had begun to roll and I scanned his strip into the system when aircraft X told me he was going around. Knowing they would be a factor for each other I told aircraft X of the airbus departing off one of the parallel runways and told him the airbus would be turning south. I then went and started to tell aircraft Y of the go around traffic on runway 35; however I forgot his call sign and didn't know where I had laid his strip so I looked at the asde-X and he already had dropped off that and hadn't acquired yet on the d-brite. Looking out the window I told the airbus to go around; traffic runway 35 and to 'turn left immediately'. I then noticed aircraft X starting a slight left turn and told him to turn right. Aircraft Y started to turn right and I retold him to turn left. Both aircraft on frequency said they had the other in sight and I told both to maintain visual separation with each other. I was finally able to turn aircraft Y to a heading of 260 and shipped him to departure and then aircraft X to a 360 heading climbing to 5;000 and shipped to departure after finding out reason for go around. Aircraft X claimed unstable landing for his go around. Factors that made this closer than it needed to be were losing aircraft Y's call sign when I needed it quick; then stepping on aircraft Y's last transmission when I saw aircraft X turning left and said 'aircraft X turn right'. Aircraft Y might not have heard me say aircraft X but he certainly heard the turn right and he stated he was turning right. Both aircraft were on different frequencies and couldn't hear each other. I also had to account for traffic off runway 30R in order to have aircraft X go north which was fine at that time. Aircraft X appeared to be doing the published missed approach which doesn't work well when the go around happens over runway 35. I should have initially told him to fly runway heading and that would have made it easier to turn aircraft Y left behind him. The pilots sounded calm on frequency. I recommend don't forget the call sign and don't let the runway 35 aircraft start the published missed approach procedures when it is contrary to the situation at hand. It is however tricky to just do runway heading when you have to account for 30L and 30R traffic and all the coordinating that implies. I would have preferred both aircraft to be on the same frequency when the two positions lcs and lcw are combined. We could let the TRACON know when positions are decombined to use two frequencies.

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Original NASA ASRS Text

Title: A MSP Controller described a conflict between an aircraft departing on Runway 35 and one performing a go around from an approach to Runway 30.

Narrative: I had just relieved another controller who had told me Aircraft X was cleared to land Runway 35. I was working LCS and LCW combined for only a few minutes when situation occurred. A C130 had checked on for Runway 35 and I cleared him to land informing him of an Airbus departure off Runway 30L. I then cleared the Airbus for takeoff runway heading off Runway 30L. I saw the arrival come over the landing threshold and looked fine for landing. I put my attention to the Runway 30L departure which had begun to roll and I scanned his strip into the system when Aircraft X told me he was going around. Knowing they would be a factor for each other I told Aircraft X of the Airbus departing off one of the parallel runways and told him the Airbus would be turning south. I then went and started to tell Aircraft Y of the go around traffic on Runway 35; however I forgot his call sign and didn't know where I had laid his strip so I looked at the ASDE-X and he already had dropped off that and hadn't acquired yet on the D-Brite. Looking out the window I told the Airbus to go around; traffic Runway 35 and to 'turn left immediately'. I then noticed Aircraft X starting a slight left turn and told him to turn right. Aircraft Y started to turn right and I retold him to turn left. Both aircraft on frequency said they had the other in sight and I told both to maintain visual separation with each other. I was finally able to turn Aircraft Y to a heading of 260 and shipped him to departure and then Aircraft X to a 360 heading climbing to 5;000 and shipped to departure after finding out reason for go around. Aircraft X claimed unstable landing for his go around. Factors that made this closer than it needed to be were losing Aircraft Y's call sign when I needed it quick; then stepping on Aircraft Y's last transmission when I saw Aircraft X turning left and said 'Aircraft X turn right'. Aircraft Y might not have heard me say Aircraft X but he certainly heard the turn right and he stated he was turning right. Both aircraft were on different frequencies and couldn't hear each other. I also had to account for traffic off Runway 30R in order to have Aircraft X go north which was fine at that time. Aircraft X appeared to be doing the published missed approach which doesn't work well when the go around happens over Runway 35. I should have initially told him to fly runway heading and that would have made it easier to turn Aircraft Y left behind him. The pilots sounded calm on frequency. I recommend don't forget the call sign and don't let the Runway 35 aircraft start the published missed approach procedures when it is contrary to the situation at hand. It is however tricky to just do runway heading when you have to account for 30L and 30R traffic and all the coordinating that implies. I would have preferred both aircraft to be on the same frequency when the two positions LCS and LCW are combined. We could let the TRACON know when positions are decombined to use two frequencies.

Data retrieved from NASA's ASRS site as of April 2012 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.