Narrative:

Aircraft Y and aircraft Z were arrivals destined iah; descending via the NNCEE1. Both were already talking to gulf arrival at I90 (houston approach). Aircraft Y was in front with aircraft Z approximately 10 to 12 miles in trail. When arrivals are descending via the NNCEE1; they cross linkk between 170 and FL190 as they continue their descent. At linkk; these arrivals turn wnw.aircraft X is a C750 that had departed hou; climbing on the sbi departure. Aircraft X checked in on my frequency; I think he was out of 105 climbing to 160. At this time aircraft Y (on whom I had already dropped the data block because the aircraft was within I90's airspace) was at his 12 to 1 o'clock and approx 12 miles; head on; descending out of approximately 130. I climbed aircraft X to FL230 and added 'good rate of climb through 1-7 thousand for traffic.' a few seconds later I made a traffic call to aircraft X for both aircraft - as I was making the traffic call; the targets updated to show that aircraft X was now 300 feet above aircraft Y. I was not confident that we were going to maintain separation between the aircraft; so I called the I90 departure east controller on the shout line; not waiting for an answer; advising that controller that I was turning aircraft X left for the traffic. I immediately got off the line but heard her respond over the speaker. I then turned aircraft X 30 degrees left for traffic. This vector along with aircraft X's increased rate of climb helped us maintain separation.I have personally controlled many similar situations and have heard of many similar events from other controllers when iah is landing east and the iah arrivals are descending via the 'high' altitudes of the NCEEE1 arrival. This; however; was the worst of the situations I have been a part of.the following three items likely contributed to this event:(1) NNCEE1 vs hou or south satellite departures routed out over sbi - the high crossing altitudes for the NNCEE1 combined with the departures head-on and slowly crossing make this a potentially dangerous procedure.(2) the I90 departure east controller. The departure east controller should not have switched communications on aircraft X with these 2 arrival aircraft head on and still well above aircraft X's altitude. Usually; the I90 controller vectors the hou or south satellite departure to the north /northeast and / or calls us to apreq a higher altitude on the departure. While this was certainly the worst I've seen; there have been multiple other times that the I90 departure east controller switched communications on the departure before ensuring separation from the arrivals. Let me say this again; this is becoming a common occurrence! Thank god I was not busy and realized that there was traffic (one a limited target / data block). I would like to think that I would have caught this dangerous situation even had I been quite busy; but I should not have advised aircraft X to climb at a 'good rate of climb through 17 thousand for traffic.' I should have used the word 'expedite' as this has a known / defined meaning in ATC!pardon me for repeating this; but: while this was the worst such situation I have seen; very similar situations seem to be occurring at least several times per week where the departure controller at I90 takes no or insufficient action to ensure separation with nncee 1 arrivals.since the controller controlling the nncee arrivals is not the same controller working the trios departures (departure east); there probably needs to be a better procedure and / or communications between those positions when iah is landing to the east. While many of the controllers working the departure east position always take action to ensure separation between their departures and the arrivals being worked by the gulf arrival controller; not all do. Some either do not see the traffic (I believe that was the circumstance today); or they just leave it up to us to separate their traffic.for my part; I regret not having used the correct phraseology 'expedite' to communicate to the pilot the importance of a quick climb rate.

Related reports:

Google
 

Original NASA ASRS Text

Title: ZHU Controller reported I90 TRACON transferred communications in I90 airspace; on aircraft that were in conflict with I90 traffic; requiring ZHU to take action to avoid serious conflict.

Narrative: Aircraft Y and Aircraft Z were arrivals destined IAH; descending via the NNCEE1. Both were already talking to Gulf Arrival at I90 (Houston Approach). Aircraft Y was in front with Aircraft Z approximately 10 to 12 miles in trail. When arrivals are descending via the NNCEE1; they cross LINKK between 170 and FL190 as they continue their descent. At LINKK; these arrivals turn WNW.Aircraft X is a C750 that had departed HOU; climbing on the SBI departure. Aircraft X checked in on my frequency; I think he was out of 105 climbing to 160. At this time Aircraft Y (on whom I had already dropped the data block because the aircraft was within I90's airspace) was at his 12 to 1 o'clock and approx 12 miles; head on; descending out of approximately 130. I climbed Aircraft X to FL230 and added 'good rate of climb through 1-7 thousand for traffic.' A few seconds later I made a traffic call to Aircraft X for both aircraft - as I was making the traffic call; the targets updated to show that Aircraft X was now 300 feet above Aircraft Y. I was not confident that we were going to maintain separation between the aircraft; so I called the I90 Departure East controller on the shout line; not waiting for an answer; advising that controller that I was turning Aircraft X left for the traffic. I immediately got off the line but heard her respond over the speaker. I then turned Aircraft X 30 degrees left for traffic. This vector along with Aircraft X's increased rate of climb helped us maintain separation.I have personally controlled many similar situations and have heard of many similar events from other controllers when IAH is landing EAST and the IAH arrivals are descending via the 'high' altitudes of the NCEEE1 arrival. This; however; was the worst of the situations I have been a part of.The following three items likely contributed to this event:(1) NNCEE1 vs HOU or south satellite departures routed out over SBI - the high crossing altitudes for the NNCEE1 combined with the departures head-on and slowly crossing make this a potentially dangerous procedure.(2) The I90 Departure East Controller. The Departure East controller should not have switched communications on Aircraft X with these 2 arrival aircraft head on and still well above Aircraft X's altitude. Usually; the I90 controller vectors the HOU or south satellite departure to the north /northeast AND / OR calls us to APREQ a higher altitude on the departure. While this was certainly the worst I've seen; there have been multiple other times that the I90 Departure East controller switched communications on the departure before ensuring separation from the arrivals. Let me say this again; THIS IS BECOMING A COMMON OCCURRENCE! Thank God I was not busy and realized that there was traffic (one a limited target / data block). I would like to think that I would have caught this dangerous situation even had I been quite busy; but I should not have advised Aircraft X to climb at a 'good rate of climb through 17 thousand for traffic.' I should have used the word 'Expedite' as this has a known / defined meaning in ATC!Pardon me for repeating this; but: While this was the worst such situation I have seen; very similar situations seem to be occurring at least several times per week where the departure controller at I90 takes no or insufficient action to ensure separation with NNCEE 1 arrivals.Since the controller controlling the NNCEE arrivals is not the same controller working the TRIOS departures (Departure East); there probably needs to be a better procedure and / or communications between those positions when IAH is landing to the East. While many of the controllers working the Departure East position always take action to ensure separation between their departures and the arrivals being worked by the Gulf Arrival controller; NOT ALL DO. Some either do not see the traffic (I believe that was the circumstance today); or they just leave it up to us to separate their traffic.For my part; I regret not having used the correct phraseology 'Expedite' to communicate to the pilot the importance of a quick climb rate.

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.