Narrative:

Metroplex (oapm) was implemented recently. This was my first session in dealing with the new airspace and procedures. I generally familiarize myself while on the assist position. 30 minutes into working traffic and still orientating myself to the new sids; I had aircraft X and aircraft Y situation develop. Aircraft X was on the dotss and aircraft Y was a go-around. Aircraft X target acquired off the departure end and checked in. Local 1 called and said aircraft Y was a go around and will be on a 200 heading. I rogered him. Went back to aircraft X and issued a turn to heading 210 which is a typical routine that I was taught and did so for concern of a departure off the north complex.immediately after I issued the turn to aircraft X I issued a clearance to cancel the heading and remain on the route/departure. Aircraft Y checked in at 2000 feet. I went back and asked aircraft X what his heading was and I believe he said he was heading 215. I told him to expedite climb to 3000 feet. In concern for the separation I over separated the aircraft Y by turning him to heading 160. I tried a couple of times to issue a clearance to aircraft Y to expedite his climb to 3000 feet and eventually to 4000 feet to get above the MVA (minimum vectoring altitude) without proper acknowledgement. I restated the command to expedite and turned aircraft Y to heading 070. I am unsure if I had separation between aircraft X and aircraft Y and unsure of aircraft Y's clearance in the MVA.I think significant thought went to dealing with the sids which caused me to flail on other aspects of thought like not turning aircraft X when local 1 called on the go-around. The pilots seemed to lag in response to my instruction which probably could have bought me a few hundred feet. I just won't turn my planes off the departure unless it's necessary.

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Original NASA ASRS Text

Title: SCT Developmental Controller reported a loss of separation with a LAX departure and an aircraft going around.

Narrative: Metroplex (OAPM) was implemented recently. This was my first session in dealing with the new airspace and procedures. I generally familiarize myself while on the assist position. 30 minutes into working traffic and still orientating myself to the new SIDS; I had Aircraft X and Aircraft Y situation develop. Aircraft X was on the DOTSS and Aircraft Y was a Go-around. Aircraft X target acquired off the departure end and checked in. Local 1 called and said Aircraft Y was a go around and will be on a 200 heading. I rogered him. Went back to Aircraft X and issued a turn to heading 210 which is a typical routine that I was taught and did so for concern of a departure off the north complex.Immediately after I issued the turn to Aircraft X I issued a clearance to cancel the heading and remain on the route/departure. Aircraft Y checked in at 2000 feet. I went back and asked Aircraft X what his heading was and I believe he said he was heading 215. I told him to expedite climb to 3000 feet. In concern for the separation I over separated the Aircraft Y by turning him to heading 160. I tried a couple of times to issue a clearance to Aircraft Y to expedite his climb to 3000 feet and eventually to 4000 feet to get above the MVA (Minimum Vectoring Altitude) without proper acknowledgement. I restated the command to expedite and turned Aircraft Y to heading 070. I am unsure if I had separation between Aircraft X and Aircraft Y and unsure of Aircraft Y's clearance in the MVA.I think significant thought went to dealing with the SIDS which caused me to flail on other aspects of thought like not turning Aircraft X when Local 1 called on the go-around. The pilots seemed to lag in response to my instruction which probably could have bought me a few hundred feet. I just won't turn my planes off the departure unless it's necessary.

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.