Narrative:

I have worked this airspace for many years and have never done what I did last night. Vny and bur departure procedures point at each other; you can't have one released off of each airport; and yet I did. I released aircraft X off of bur ;and some amount of time later vny called with aircraft Y who had a two minute window from tmu. It was only after they tagged up at the same time that I realized what I had done. After that 'murphys law' started beating me over the head. Aircraft X; the airbus; didn't climb; aircraft Y did. The airbus turned to what must have been a 310 heading instead of the 010 that I feel I issued. Aircraft Y said 'I think we see him over there'. The airbus 'may' have stopped his climb because of TCAS; but didn't say anything. This ground track (310) and altitude (3;000) put him in worse conflict with both the aircraft Y and traffic on the bur localizer. Recommendation; I recall thinking great; just 30 minutes left in my shift; the weather is the best it's been all day; I'll talk to some aircraft and then go home. Complacency; I didn't expect any complex problems; so I ended up creating one. Because it was all combined at moorpark; I feel I would only have situations that moorpark has; not a valley problem. If it was all combined at valley I wouldn't be writing about this deal; but a different one on the moorpark side. No solution; my intensity just wasn't there.

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Original NASA ASRS Text

Title: SCT Controller described a loss of separation event between a VNY and BUR departure; the reporter noting vigilance was not at an appropriate level when he/she released the aircraft.

Narrative: I have worked this airspace for many years and have never done what I did last night. VNY and BUR departure procedures point at each other; you can't have one released off of each airport; and yet I did. I released Aircraft X off of BUR ;and some amount of time later VNY called with Aircraft Y who had a two minute window from TMU. It was only after they tagged up at the same time that I realized what I had done. After that 'Murphys law' started beating me over the head. Aircraft X; the Airbus; didn't climb; Aircraft Y did. The Airbus turned to what must have been a 310 heading instead of the 010 that I feel I issued. Aircraft Y said 'I think we see him over there'. The Airbus 'may' have stopped his climb because of TCAS; but didn't say anything. This ground track (310) and altitude (3;000) put him in worse conflict with both the Aircraft Y and traffic on the BUR LOC. Recommendation; I recall thinking great; just 30 minutes left in my shift; the weather is the best it's been all day; I'll talk to some aircraft and then go home. Complacency; I didn't expect any complex problems; so I ended up creating one. Because it was all combined at Moorpark; I feel I would only have situations that Moorpark has; not a Valley problem. If it was all combined at Valley I wouldn't be writing about this deal; but a different one on the Moorpark side. No solution; my intensity just wasn't there.

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.