Narrative:

Landing runways 15/25R; departing runways 15/25L; steady stream of heavy arrivals to 15 from the southwest blocking normal route to a frequently used departure gate. Visual approach from the south southeast to 25R; SF34 departed 25L; turned to heading 190 to maintain 4;000 followed by a B732 same runway; heading; altitude and departure gate. Turned the SF34 southeast at 4;000 with the intention of turning the B732 heading 180 and climb above; then both go out the gate climbing to FL200. Frequency congestion a factor; issued the SF34 FL200 with conflicting DH8A descending through 4;900 ft; about 10 miles away. I thought the SF34 read back the climb; but did not. The DH8A pilot called the traffic in sight prior to separation being lost and instructed to maintain visual separation. He bailed me out. I should have canceled the visual approach clearance and instructed the DH8A to maintain 5;000; positive control; ensuring separation to protect from frequency congestion and a better habit anyway. Listen better to what is actually being transmitted; the trainee on handoff; the ojti and the flm conducting a skill check all realized that the pilot did not read back the altitude assignment; this is not an assignment of responsibility to them; and this was my fault alone. The handoff trainee indicated a problem as the traffic was converging. Launching a B732 right behind a SF34 same heading; altitude and gate is bad news; I can't leave both at 4;000 ft because the B732 will overtake the SF34 even with a speed restriction; it won't work. Change the departure sequence and explain to the SF34 why; if necessary; and launch the B732 first. Ensure separation at all times!

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Original NASA ASRS Text

Title: TRACON described a developing conflict; the reporter providing a detailed self analysis of 'what actions should have been accomplished'.

Narrative: Landing runways 15/25R; departing runways 15/25L; steady stream of heavy arrivals to 15 from the southwest blocking normal route to a frequently used departure gate. Visual approach from the south southeast to 25R; SF34 departed 25L; turned to heading 190 to maintain 4;000 followed by a B732 same runway; heading; altitude and departure gate. Turned the SF34 southeast at 4;000 with the intention of turning the B732 heading 180 and climb above; then both go out the gate climbing to FL200. Frequency congestion a factor; issued the SF34 FL200 with conflicting DH8A descending through 4;900 FT; about 10 miles away. I thought the SF34 read back the climb; but did not. The DH8A pilot called the traffic in sight prior to separation being lost and instructed to maintain visual separation. He bailed me out. I should have canceled the visual approach clearance and instructed the DH8A to maintain 5;000; positive control; ensuring separation to protect from frequency congestion and a better habit anyway. Listen better to what is actually being transmitted; the trainee on handoff; the OJTI and the FLM conducting a skill check all realized that the pilot did not read back the altitude assignment; this is not an assignment of responsibility to them; and this was my fault alone. The handoff trainee indicated a problem as the traffic was converging. Launching a B732 right behind a SF34 same heading; altitude and gate is bad news; I can't leave both at 4;000 FT because the B732 will overtake the SF34 even with a speed restriction; it won't work. Change the departure sequence and explain to the SF34 why; if necessary; and launch the B732 first. Ensure separation at all times!

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.