Narrative:

I was working feeder east which sets up the arrivals for dfw east runways as well as the east satellite airports such as dal; ads; etc. All airports were in a south flow. Weather was VFR with ads reporting clouds SCT041; dal was reporting BKN040; and tki was reporting clear. Aircraft X was on the STAR from the northeast corner to cross fingr at 6;000. Aircraft X was inbound for lnc. I called fort worth center and requested control for lower on aircraft X. They approved; therefore I descended aircraft X to 5;000 which would be the lower limit of my airspace and flashed him to dallas south. Once aircraft X crossed the airspace boundary; I turned aircraft X to a heading of 190 or 200. A few moments later I noticed a VFR limited data block at 4000 approximately 10 miles southwest of my traffic moving east. I slewed on the target and saw that dallas north was talking to the VFR aircraft Y. In aircraft Y's scratch pad I saw he was requesting 13;500. I saw aircraft Y level at 4;500 moving eastbound approximately 8 miles southwest of aircraft X and decided pretty quickly that paths would cross and began issuing traffic. Aircraft X advised that clouds were in the way and he could not see traffic. I issued two more traffic calls and then shipped aircraft X to dallas south. As I switched aircraft X to south; I saw aircraft Y start to climb. I told aircraft X to stay with me and to turn immediately to a heading of 300 in order to get him behind traffic which was now out of 4;800. Aircraft X started to turn and soon called traffic in sight. The ca alarm did go off on both aircraft during this time. Aircraft X advised he was clear of traffic and I instructed him to return to a heading of 200. I then switched his frequency to dallas south. Targets appeared to merge; and with data blocks overlapping; there appeared to be one hundred feet of separation.this event occurred outside of bravo airspace; and others around me see no fault in the VFR climbing. Since I was not talking to the VFR and did not receive a hand off; point-out; or any other coordination regarding that aircraft climbing into my airspace; I do see fault. Dallas north came over later and said that the VFR climbed on his own and was instructed to stay at 045. Since I received no coordination on this aircraft; I think several things could have been done differently. 1. With the VFR requesting an altitude that would climb through my airspace; a handoff should have been the first thing to be accomplished.2. A point out would have sufficed as well so both controllers knew what was assigned and to make sure both controllers knew of the others traffic in the event the VFR climbed on his own. (Just so happens; that's what the VFR did)3. Dallas north could have taken into consideration the reported clouds in the area; and left the VFR lower...say at 035 until conflicting traffic was clear for the VFR to climb and pick their way through the clouds.

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Original NASA ASRS Text

Title: D10 Controller reports of a NMAC due to VFR aircraft climbing into IFR traffic.

Narrative: I was working Feeder East which sets up the arrivals for DFW east runways as well as the east satellite airports such as DAL; ADS; etc. All airports were in a south flow. Weather was VFR with ADS reporting clouds SCT041; DAL was reporting BKN040; and TKI was reporting CLR. Aircraft X was on the STAR from the northeast corner to cross FINGR at 6;000. Aircraft X was inbound for LNC. I called Fort Worth Center and requested control for lower on Aircraft X. They approved; therefore I descended Aircraft X to 5;000 which would be the lower limit of my airspace and flashed him to Dallas South. Once Aircraft X crossed the airspace boundary; I turned Aircraft X to a heading of 190 or 200. A few moments later I noticed a VFR limited data block at 4000 approximately 10 miles southwest of my traffic moving east. I slewed on the target and saw that Dallas North was talking to the VFR Aircraft Y. In Aircraft Y's scratch pad I saw he was requesting 13;500. I saw Aircraft Y level at 4;500 moving eastbound approximately 8 miles southwest of Aircraft X and decided pretty quickly that paths would cross and began issuing traffic. Aircraft X advised that clouds were in the way and he could not see traffic. I issued two more traffic calls and then shipped Aircraft X to Dallas South. As I switched Aircraft X to south; I saw Aircraft Y start to climb. I told Aircraft X to stay with me and to turn immediately to a heading of 300 in order to get him behind traffic which was now out of 4;800. Aircraft X started to turn and soon called traffic in sight. The CA alarm did go off on both aircraft during this time. Aircraft X advised he was clear of traffic and I instructed him to return to a heading of 200. I then switched his frequency to Dallas South. Targets appeared to merge; and with data blocks overlapping; there appeared to be one hundred feet of separation.This event occurred outside of Bravo airspace; and others around me see no fault in the VFR climbing. Since I was not talking to the VFR and did not receive a hand off; point-out; or any other coordination regarding that aircraft climbing into my airspace; I do see fault. Dallas North came over later and said that the VFR climbed on his own and was instructed to stay at 045. Since I received no coordination on this aircraft; I think several things could have been done differently. 1. With the VFR requesting an altitude that would climb through my airspace; a handoff should have been the first thing to be accomplished.2. A point out would have sufficed as well so both controllers knew what was assigned and to make sure both controllers knew of the others traffic in the event the VFR climbed on his own. (just so happens; that's what the VFR did)3. Dallas North could have taken into consideration the reported clouds in the area; and left the VFR lower...say at 035 until conflicting traffic was clear for the VFR to climb and pick their way through the clouds.

Data retrieved from NASA's ASRS site 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.