Narrative:

Aircraft X departed runway 19R going to tul. I issued runway heading; since tul is north-northeast of rvs and I wasn't sure which way tul approach would want to turn aircraft X. Sometimes they will turn them eastbound; and sometimes westbound. Approximately a mile behind aircraft X; I cleared aircraft Y for takeoff runway 19L. I issued aircraft Y a 220 heading per the tul/rvs LOA since his intended direction of flight was westbound. Aircraft Y was going to be faster than aircraft X; so my plan was to get aircraft Y turned as far westbound as I could and let tul approach get him on course to the west; then aircraft X could be turned to the west (if that is what tul wanted) behind aircraft Y and they would never be a factor for each other. However; after I switched aircraft X to departure; tul approach turned aircraft X westbound at approximately 1;800 feet MSL 3 miles south of rvs (at the transfer of control point). Aircraft Y was tagged up on the radar and was flying a 220 heading a mile behind aircraft X. Aircraft Y had a 20-30 knot overtake on aircraft X and their targets merged approximately 4 miles south-southwest of rvs. There was approximately 100 feet vertical separation between the 2 aircraft. Aircraft X was at 1;800 feet MSL; aircraft Y was indicating 1;700 feet MSL when the targets merged. It appeared that aircraft Y took evasive action to avoid aircraft X because aircraft Y turned southbound as the targets merged. I had not issued traffic because I had separated the aircraft by 30 degrees and did not intend for them to be a factor. Thankfully; aircraft Y saw aircraft X and notified me that he saw the traffic just before the targets merged. I did not notice that aircraft X was westbound until aircraft Y reported the traffic in sight.if this situation were to occur again; I feel that I have no choice but to hang on to the first aircraft beyond the transfer of control point; even if they are exiting the rvs class D; to ensure that tul does not turn them into someone else behind them. I think that the tul/rvs LOA needs another review by the LOA cwg. I also think this was poor technique and poor service on the part of tul; and could have easily resulted in an aircraft accident.

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Original NASA ASRS Text

Title: RVS Tower Controller reported being advised by a GA pilot of a NMAC between two departure aircraft.

Narrative: Aircraft X departed RWY 19R going to TUL. I issued runway heading; since TUL is north-northeast of RVS and I wasn't sure which way TUL approach would want to turn Aircraft X. Sometimes they will turn them eastbound; and sometimes westbound. Approximately a mile behind Aircraft X; I cleared Aircraft Y for takeoff RWY 19L. I issued Aircraft Y a 220 heading per the TUL/RVS LOA since his intended direction of flight was westbound. Aircraft Y was going to be faster than Aircraft X; so my plan was to get Aircraft Y turned as far westbound as I could and let TUL approach get him on course to the west; then Aircraft X could be turned to the west (if that is what TUL wanted) behind Aircraft Y and they would never be a factor for each other. However; after I switched Aircraft X to departure; TUL approach turned Aircraft X westbound at approximately 1;800 feet MSL 3 miles south of RVS (at the transfer of control point). Aircraft Y was tagged up on the radar and was flying a 220 heading a mile behind Aircraft X. Aircraft Y had a 20-30 knot overtake on Aircraft X and their targets merged approximately 4 miles south-southwest of RVS. There was approximately 100 feet vertical separation between the 2 aircraft. Aircraft X was at 1;800 feet MSL; Aircraft Y was indicating 1;700 feet MSL when the targets merged. It appeared that Aircraft Y took evasive action to avoid Aircraft X because Aircraft Y turned southbound as the targets merged. I had not issued traffic because I had separated the aircraft by 30 degrees and did not intend for them to be a factor. Thankfully; Aircraft Y saw Aircraft X and notified me that he saw the traffic just before the targets merged. I did not notice that Aircraft X was westbound until Aircraft Y reported the traffic in sight.If this situation were to occur again; I feel that I have no choice but to hang on to the first aircraft beyond the transfer of control point; even if they are exiting the RVS Class D; to ensure that TUL does not turn them into someone else behind them. I think that the TUL/RVS LOA needs another review by the LOA CWG. I also think this was poor technique and poor service on the part of TUL; and could have easily resulted in an aircraft accident.

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.