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Cle controller described a potential conflict event when he/she departed an air carrier trying to get ahead of airborne traffic landing at an adjacent airport.
| Attributes | |
| ACN | 1000048 |
| Time | |
| Date | 201203 |
| Local Time Of Day | 1801-2400 |
| Place | |
| Locale Reference | CLE.Airport |
| State Reference | OH |
| Aircraft 1 | |
| Make Model Name | Aero Commander 500 Series |
| Flight Phase | Descent |
| Route In Use | Visual Approach |
| Flight Plan | IFR |
| Aircraft 2 | |
| Make Model Name | B737 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Initial Climb |
| Flight Plan | IFR |
| Person 1 | |
| Function | Local |
| Qualification | Air Traffic Control Developmental |
| Events | |
| Anomaly | ATC Issue All Types Conflict Airborne Conflict |
Narrative:
Cleveland was on a north flow. An AC50 was 15 miles southwest of the tower talking to radar. Radar pointed the AC50 out to the tower requesting to descend into bkl on a visual approach. I accepted the point out. When control was about 4 miles southwest of cleveland; I had the AC50 in sight and I cleared a B737 for take off on runway headed. The B737 had a release time that I was trying to meet. It was my intention that the B737 would be airborne well in front of the AC50. The B737 did not begin takeoff roll as quickly as I anticipated. When the B737 rotated I realized that the aircraft was not ahead of the AC50. I turned the B737 northbound to 035 heading but the AC50 also turned northbound in the visual approach. I stopped the B737's altitude at 3;000 ft and turned the aircraft farther north to a 360 heading. Once the two aircraft were no longer in conflict; I shipped the B737 to departure. I had both aircraft in sight at all times and I was talking to the B737 until the necessary radar separation was achieved. The incident was a poor judgment call that resulted in unsafe proximity. In the future; I will not attempt to beat an airborne aircraft with one that is still on the ground and I will take into account that the pilot will start takeoff roll at their discretion.
Original NASA ASRS Text
Title: CLE Controller described a potential conflict event when he/she departed an air carrier trying to get ahead of airborne traffic landing at an adjacent airport.
Narrative: Cleveland was on a north flow. An AC50 was 15 miles southwest of the Tower talking to RADAR. RADAR pointed the AC50 out to the Tower requesting to descend into BKL on a Visual Approach. I accepted the point out. When CTL was about 4 miles southwest of Cleveland; I had the AC50 in sight and I cleared a B737 for take off on runway headed. The B737 had a release time that I was trying to meet. It was my intention that the B737 would be airborne well in front of the AC50. The B737 did not begin takeoff roll as quickly as I anticipated. When the B737 rotated I realized that the aircraft was not ahead of the AC50. I turned the B737 northbound to 035 heading but the AC50 also turned northbound in the Visual Approach. I stopped the B737's altitude at 3;000 FT and turned the aircraft farther north to a 360 heading. Once the two aircraft were no longer in conflict; I shipped the B737 to departure. I had both aircraft in sight at all times and I was talking to the B737 until the necessary RADAR separation was achieved. The incident was a poor judgment call that resulted in unsafe proximity. In the future; I will not attempt to beat an airborne aircraft with one that is still on the ground and I will take into account that the pilot will start takeoff roll at their discretion.
Data retrieved from NASA's ASRS site as of July 2013 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.