A TRACON controller clears a locally departing IFR aircraft and a transitioning VFR aircraft to the ...

Narrative:

Aircraft X was a departure off of ZZZ in a climbing left turn southbound. I radar identified the aircraft off departure end and left the aircraft on the assigned altitude of 3000 feet from tower. Aircraft Y was a VFR aircraft transitioning the departure corridor airspace at 2900-3000 feet on own navigation northwest bound. Aircraft Y had originally requested 3000 feet as the transition altitude. To which I approved when I had no departures off of ZZZ that always climb to 3000 feet on contact. I'm not sure why I approved this altitude because I know it is a conflict. I also had another VFR aircraft at 4500 feet transitioning the same departure corridor.when aircraft X came off the departure end; in my head I left him at 3000 feet because I knew I had the 4500 feet [traffic] and I told myself that I did what I always do and had aircraft Y at 3500 feet not at 3000 feet. So I initially I left aircraft X at 3000 feet and didn't climb the aircraft because 3000 feet should be safe. I went to another pertinent issue that the final controller was yelling across the room coordinating a speed with me and was taking care of that request; I then went back to my departure aircraft and realized that aircraft Y was not at 3500 feet but at 3000 feet; which was same altitude as aircraft X. I told aircraft X to climb without delay and maintain 7000 feet and gave traffic on aircraft Y. I then gave aircraft Y traffic on aircraft X and gave him a wake turbulence call and told him to start to descend immediately. I believe I then went back to aircraft X; who still had not started to climb and gave another traffic call. The aircraft I felt passed at similar altitudes a lot closer then I would have normally had them. About 3 miles after the above situation; aircraft X told me that he did have a RA on the VFR aircraft. I was slightly distracted and I was just not 100% on my game. I realize this. I always keep those VFR aircraft at a safe VFR altitude. (3500 feet) and I just don't know why I didn't this time. I will continue to be more vigilant and do what I know is the safest operation.

Original NASA ASRS Text

Title: A TRACON Controller clears a locally departing IFR aircraft and a transitioning VFR aircraft to the same 3000 foot altitude. The Controller issued instructions to expedite separation yet the IFR departure still receives a TCAS RA.

Narrative: Aircraft X was a departure off of ZZZ in a climbing left turn southbound. I radar identified the aircraft off departure end and left the aircraft on the assigned ALT of 3000 feet from tower. Aircraft Y was a VFR aircraft transitioning the departure corridor airspace at 2900-3000 feet on own navigation northwest bound. Aircraft Y had originally requested 3000 feet as the transition altitude. To which I approved when I had no departures off of ZZZ that always climb to 3000 feet on contact. I'm not sure why I approved this altitude because I know it is a conflict. I also had another VFR aircraft at 4500 feet transitioning the same departure corridor.When Aircraft X came off the departure end; in my head I left him at 3000 feet because I knew I had the 4500 feet [traffic] and I told myself that I did what I always do and had Aircraft Y at 3500 feet not at 3000 feet. So I initially I left Aircraft X at 3000 feet and didn't climb the aircraft because 3000 feet should be safe. I went to another pertinent issue that the final controller was yelling across the room coordinating a speed with me and was taking care of that request; I then went back to my departure aircraft and realized that Aircraft Y was not at 3500 feet but at 3000 feet; which was same altitude as Aircraft X. I told Aircraft X to climb without delay and maintain 7000 feet and gave traffic on Aircraft Y. I then gave Aircraft Y traffic on Aircraft X and gave him a wake turbulence call and told him to start to descend immediately. I believe I then went back to Aircraft X; who still had not started to climb and gave another traffic call. The aircraft I felt passed at similar altitudes a lot closer then I would have normally had them. About 3 miles after the above situation; Aircraft X told me that he did have a RA on the VFR aircraft. I was slightly distracted and I was just not 100% on my game. I realize this. I always keep those VFR aircraft at a safe VFR altitude. (3500 feet) and I just don't know why I didn't this time. I will continue to be more vigilant and do what I know is the safest operation.

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.

Attributes
ACN	1285028
Time
Date	201508
Local Time Of Day	1801-2400
Place
Locale Reference	ZZZ.TRACON
State Reference	US
Environment
Light	Dusk
Aircraft 1
Make Model Name	HS 125 Series
Operating Under FAR Part	Part 135
Flight Phase	Initial Climb
Route In Use	Vectors
Flight Plan	IFR
Aircraft 2
Make Model Name	Skyhawk 172/Cutlass 172
Operating Under FAR Part	Part 91
Flight Phase	Cruise
Route In Use	VFR Route
Flight Plan	VFR
Person 1
Function	Approach
Qualification	Air Traffic Control Fully Certified
Experience	Air Traffic Control Time Certified In Pos 1 (mon) 5.5
Events
Anomaly	ATC Issue All Types Conflict Airborne Conflict Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy

A TRACON controller clears a locally departing IFR aircraft and a transitioning VFR aircraft to the same 3000 foot altitude. The controller issued instructions to expedite separation yet the IFR departure still receives a TCAS RA.