Narrative:

I was working the lake and gunnison departure sectors combined. We were in an instrument departure plan and cloud bases were around 7;000 to 7;500 with approximately 10 miles visibility. I had a hand off (developmental position certified) and the traffic was light to moderate. The flm (front line manager) sent in another controller (also developmental position certified) to relieve the current hand off and they started a position relief briefing. About halfway through their briefing aircraft X check on frequency climbing to 10;000 on the LEETZ2 departure from runway 16R. I issued a climb to FL230 and left the aircraft on the departure. Just behind aircraft X was aircraft Y a go around from I believe runway 16L. I didn't think much of it initially. Our local procedures state a go around will go straight out if there is a turn departure (secondary go around) or will turn back for the downwind if there is a straight out departure (primary go around). Since I had a turn departure on my frequency I thought aircraft Y would go straight out. I saw aircraft Y start to make a turn to the northwest on a conflicting heading with my departure. The tower then called my hand off and started coordinating a heading and altitude. I issued traffic to aircraft X on my frequency and they said they were watching him on TCAS. I asked my hand off what tower was using for separation and he said they had visual separation. Aircraft Y was still on a conflicting heading with my aircraft. My coordinator then said that the aircraft went in the clouds and aircraft Y didn't have aircraft X in sight anymore. I asked my hand off who was still coordinating with tower what heading aircraft Y was turning to? He responded climbing to 8;000. I asked 3 more times without an answer. I finally asked the relieving controller and he said a 340 heading. I needed to know what heading so I could turn my aircraft without complicating the situation. I was just about to turn aircraft X westbound from his current heading of approximately 295 when aircraft Y said he was responding to an RA. Aircraft X continued a climb and aircraft Y started a descent. I don't know exactly how close they got but it was approximately less then .5 mile and about 200 ft. I advised aircraft X that aircraft Y was turning northbound and restricted to 8;000.the tower controller should have issued the proper go around instructions and followed local procedures. I don't know the reasons that it wasn't issued. The coordination seemed to be changing and not solid. A diverging heading should have been used initially instead of a heading that caused a conflict with another aircraft. I don't know if it was the tower or my coordinator/hand off that issued the 340 heading for the aircraft. My coordinator needed to get the information to me in a more timely manner so I could issue instructions to the aircraft in conflict sooner.

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Original NASA ASRS Text

Title: S56 Controller described a TCAS RA event when the Tower Controller failed to issue the standard go around instructions placing the go around traffic and a previous departure in conflict.

Narrative: I was working the Lake and Gunnison departure sectors combined. We were in an instrument departure plan and cloud bases were around 7;000 to 7;500 with approximately 10 miles visibility. I had a hand off (developmental position certified) and the traffic was light to moderate. The FLM (Front Line Manager) sent in another controller (also developmental position certified) to relieve the current hand off and they started a position relief briefing. About halfway through their briefing Aircraft X check on frequency climbing to 10;000 on the LEETZ2 departure from Runway 16R. I issued a climb to FL230 and left the aircraft on the departure. Just behind Aircraft X was Aircraft Y a go around from I believe Runway 16L. I didn't think much of it initially. Our local procedures state a go around will go straight out if there is a turn departure (secondary go around) or will turn back for the downwind if there is a straight out departure (primary go around). Since I had a turn departure on my frequency I thought Aircraft Y would go straight out. I saw Aircraft Y start to make a turn to the northwest on a conflicting heading with my departure. The Tower then called my hand off and started coordinating a heading and altitude. I issued traffic to Aircraft X on my frequency and they said they were watching him on TCAS. I asked my hand off what Tower was using for separation and he said they had visual separation. Aircraft Y was still on a conflicting heading with my aircraft. My coordinator then said that the aircraft went in the clouds and Aircraft Y didn't have Aircraft X in sight anymore. I asked my hand off who was still coordinating with Tower what heading Aircraft Y was turning to? He responded climbing to 8;000. I asked 3 more times without an answer. I finally asked the relieving controller and he said a 340 heading. I needed to know what heading so I could turn my aircraft without complicating the situation. I was just about to turn Aircraft X westbound from his current heading of approximately 295 when Aircraft Y said he was responding to an RA. Aircraft X continued a climb and Aircraft Y started a descent. I don't know exactly how close they got but it was approximately less then .5 mile and about 200 FT. I advised Aircraft X that Aircraft Y was turning northbound and restricted to 8;000.The Tower Controller should have issued the proper go around instructions and followed local procedures. I don't know the reasons that it wasn't issued. The coordination seemed to be changing and not solid. A diverging heading should have been used initially instead of a heading that caused a conflict with another aircraft. I don't know if it was the Tower or my Coordinator/Hand Off that issued the 340 heading for the aircraft. My Coordinator needed to get the information to me in a more timely manner so I could issue instructions to the aircraft in conflict sooner.

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.