Narrative:

Mlt X was northbound on V265 at 5000 ft (approximately 15 mi south of EMI). Air carrier Y was a wbound departure out of bwi should have been climbing to 4000 ft. Air carrier Y was observed climbing to 5000 ft and was told to turn right to heading 330. 2 other transmissions were given but air carrier Y did not reply. Mlt X was given a wbound turn and descended to 4000 ft. Loss of standard separation occurred. Pending further investigation into the facts of the occurrence. I cannot make a valid judgement or determination as to why this situation occurred, or how it might be avoided in the future. Callback conversation with reporter revealed the following information: reporter gave yrs in ATC. Was working bwi west departure position. Aircraft X was military jet. Military X was on bad routing issued by dca TRACON. Normally jets should go through iad airspace and into higher altitude structure of ZDC. Air carrier Y was bwi departure to florida and earlier had received a pre departure clearance (pre-departure clearance) with east routing out of bwi and was given east departure frequency. Prior to takeoff air carrier X was rerted with west departure, but was not given departure control frequency changing to west frequency. When air carrier got airborne and called departure control on east frequency the east controller did not note the error, and west departure controller did not know air carrier Y was off the ground. Air carrier Y had departed runway 28 and was headed for military aircraft X. Air carrier Y saw the other aircraft and questioned east departure controller. Departure controllers then realized air carrier Y was on wrong frequency and west departure controller tried to effect separation by turning and descending military aircraft X. At closest proximity they were 1.5 mi laterally with air carrier at 5000 and military descending through 4300 to 4000. Rerte of air carrier Y was a traffic management rerte. Flight crew of air carrier called bwi TRACON after landing in florida.

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Original NASA ASRS Text

Title: LTSS BTWN MLT AND ACR ACFT. OPAL ERROR.

Narrative: MLT X WAS NBOUND ON V265 AT 5000 FT (APPROX 15 MI S OF EMI). ACR Y WAS A WBOUND DEP OUT OF BWI SHOULD HAVE BEEN CLBING TO 4000 FT. ACR Y WAS OBSERVED CLBING TO 5000 FT AND WAS TOLD TO TURN R TO HDG 330. 2 OTHER TRANSMISSIONS WERE GIVEN BUT ACR Y DID NOT REPLY. MLT X WAS GIVEN A WBOUND TURN AND DSNDED TO 4000 FT. LOSS OF STANDARD SEPARATION OCCURRED. PENDING FURTHER INVESTIGATION INTO THE FACTS OF THE OCCURRENCE. I CANNOT MAKE A VALID JUDGEMENT OR DETERMINATION AS TO WHY THIS SITUATION OCCURRED, OR HOW IT MIGHT BE AVOIDED IN THE FUTURE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR GAVE YRS IN ATC. WAS WORKING BWI W DEP POS. ACFT X WAS MIL JET. MIL X WAS ON BAD RTING ISSUED BY DCA TRACON. NORMALLY JETS SHOULD GO THROUGH IAD AIRSPACE AND INTO HIGHER ALT STRUCTURE OF ZDC. ACR Y WAS BWI DEP TO FLORIDA AND EARLIER HAD RECEIVED A PDC (PRE-DEP CLRNC) WITH E RTING OUT OF BWI AND WAS GIVEN E DEP FREQ. PRIOR TO TKOF ACR X WAS RERTED WITH W DEP, BUT WAS NOT GIVEN DEP CTL FREQ CHANGING TO W FREQ. WHEN ACR GOT AIRBORNE AND CALLED DEP CTL ON E FREQ THE E CTLR DID NOT NOTE THE ERROR, AND W DEP CTLR DID NOT KNOW ACR Y WAS OFF THE GND. ACR Y HAD DEPARTED RWY 28 AND WAS HEADED FOR MIL ACFT X. ACR Y SAW THE OTHER ACFT AND QUESTIONED E DEP CTLR. DEP CTLRS THEN REALIZED ACR Y WAS ON WRONG FREQ AND W DEP CTLR TRIED TO EFFECT SEPARATION BY TURNING AND DSNDING MIL ACFT X. AT CLOSEST PROX THEY WERE 1.5 MI LATERALLY WITH ACR AT 5000 AND MIL DSNDING THROUGH 4300 TO 4000. RERTE OF ACR Y WAS A TFC MGMNT RERTE. FLC OF ACR CALLED BWI TRACON AFTER LNDG IN FLORIDA.

Data retrieved from NASA's ASRS site as of July 2007 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.