Narrative:

I was working arrival radar with light traffic. Local control was training. A medical helicopter called me northeast of the field and needed medevac-priority handling to the local hospital. I radar identified the aircraft and told the helicopter to maintain 2;000 feet for traffic in the traffic pattern at ZZZ. The direct route for this helicopter to get to the hospital would take him directly over the right downwind for runway xy and directly over the departure end of runway xy. Since this was a medevac flight; I was not going to alter the route. Runway xy was the active runway at the time. When the helicopter was 15 miles to the northeast of ZZZ; I called tower and asked for a pointout to 2;000 feet to go to [a local] hospital and stated that the helicopter was medevac-priority. The local control trainee approved the pointout.local control had two aircraft in the pattern at 1;500 feet for runway xy and my helicopter had both in sight. When the pattern traffic was no factor for my helicopter; I called local control to ask if I could descend my helicopter towards the hospital. It was then that I realized an IFR aircraft just departed runway xy on runway heading and was directly below my helicopter. IFR aircraft depart ZZZ with an initial altitude of 3;000 feet. This IFR aircraft would be talking to another radar controller and not me. Local control ended up stopping the IFR aircraft; aircraft Y; at 1;500 feet; well below the minimum vectoring altitude for the area. The trainer on local control asked me to put the medevac helicopter on local's frequency so that they could solve the issue since this was all taking place right off the departure end of the runway. I made sure that my helicopter had the aircraft in sight and switched him to the tower frequency. I'm not exactly sure what local did to solve this issue.a short time later I was in the break room and the trainee walked in and tried to explain what had happened. He told me that he had forgotten about the pointout. He had put the aircraft in question into position on the runway behind his pattern traffic and when he had the correct runway spacing; he gave it a take-off clearance. Throughout this whole time; the trainer did not stop the trainee and let the situation play out making this aircraft come within 500 feet of a medevac-priority helicopter that needed to descend.local control has the ability to turn datablocks yellow to signify a pointout (a memory aid). I do not know if this was performed. Maybe I called for a pointout too early? I could have waited a few more minutes when the helicopter was a few miles from tower's airspace and then maybe the trainee would not have forgotten about the helicopter. The trainer needed to pay more attention to what the trainee was doing.

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Original NASA ASRS Text

Title: A TRACON Controller reported a departing aircraft in conflict with an overflight helicopter they were working.

Narrative: I was working arrival radar with light traffic. Local control was training. A medical helicopter called me northeast of the field and needed medevac-priority handling to the local hospital. I radar identified the aircraft and told the helicopter to maintain 2;000 feet for traffic in the traffic pattern at ZZZ. The direct route for this helicopter to get to the hospital would take him directly over the right downwind for Runway XY and directly over the departure end of Runway XY. Since this was a Medevac flight; I was not going to alter the route. Runway XY was the active runway at the time. When the helicopter was 15 miles to the northeast of ZZZ; I called tower and asked for a pointout to 2;000 feet to go to [a local] Hospital and stated that the helicopter was medevac-priority. The local control trainee approved the pointout.Local control had two aircraft in the pattern at 1;500 feet for runway XY and my helicopter had both in sight. When the pattern traffic was no factor for my helicopter; I called Local Control to ask if I could descend my helicopter towards the hospital. It was then that I realized an IFR aircraft just departed Runway XY on runway heading and was directly below my helicopter. IFR aircraft depart ZZZ with an initial altitude of 3;000 feet. This IFR aircraft would be talking to another radar controller and not me. Local control ended up stopping the IFR aircraft; Aircraft Y; at 1;500 feet; well below the Minimum Vectoring Altitude for the area. The trainer on Local Control asked me to put the medevac helicopter on local's frequency so that they could solve the issue since this was all taking place right off the departure end of the runway. I made sure that my helicopter had the aircraft in sight and switched him to the tower frequency. I'm not exactly sure what local did to solve this issue.A short time later I was in the break room and the trainee walked in and tried to explain what had happened. He told me that he had forgotten about the pointout. He had put the aircraft in question into position on the runway behind his pattern traffic and when he had the correct runway spacing; he gave it a take-off clearance. Throughout this whole time; the trainer did not stop the trainee and let the situation play out making this aircraft come within 500 feet of a medevac-priority helicopter that needed to descend.Local control has the ability to turn datablocks yellow to signify a pointout (a memory aid). I do not know if this was performed. Maybe I called for a pointout too early? I could have waited a few more minutes when the helicopter was a few miles from tower's airspace and then maybe the trainee would not have forgotten about the helicopter. The trainer needed to pay more attention to what the trainee was doing.

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.