Narrative:

I was in position on dr-1. I had: sfo arrival at 5500 ft, on-top, sau-sfo. South bay VFR departure at 4500 ft, sfo-nos. South bay IFR departure at 5000 ft, nuq-OS19. Air carrier X, B737. Air carrier Y, B747. Light transport Z, LR35. The VFR overflt and the on-top arrival were basically in area alfa along highway 101. I had the departures stopped at 4000 ft to protect the overflts. Air carrier X called climbing to 4000 ft. I turned him south along the route. A garbled call sign called which I attempted to identify who was calling. It turned out to be air carrier Y a runway 28 departure that was not released. I knew I had the air carrier X in that area so I left the air carrier Y at 3000 ft. At some point I instructed the ci-1 to hold the departures. The air carrier Y was not in the ARTS system. In the confusion an light transport Z called. I incorrectly told the light transport Z radar contact. He was not radar contact. I asked both the ci-1 and the dr-2 if they saw the light transport Z jet. I instructed the light transport Z to turn left heading 260 degrees when he left 2000 ft. I did this because I had 3 oakland departures released. I asked the island 'someone tag this guy air carrier Y up,' dr-2 did. I told the light transport Z to reset his transponder and insure it was on. It turned on 4 1/2 mi west of san francisco wbound on a converging course with air carrier X. I issued a TA to air carrier X and issued traffic to the light transport Z. The light transport Z said he had air carrier X in sight. I told the light transport Z to maintain visual separation from the air carrier X. Supplemental information from acn 320806: having been cleared to FL230 and the porte 9 departure SID from sfo, we departed on runway 01L. After contacting departure control we were instructed to stop climb at 4000 ft and turn left to 260 degree heading. About then I noticed traffic to our right and slightly above, moving from right to left and assumed that we were advised to level at 4000 ft because of that traffic. When ATC advised us of traffic I responded 'in sight.' by then the traffic, a B737 was crossing our nose at approximately 1/2 mi and 500 ft above. Because we had visual contact we felt no imminent danger to our safety of the flight.

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Original NASA ASRS Text

Title: DEP CTLR MISTAKENLY TOLD AN LTT DEP OFF SFO THAT HE HAD RADAR CONTACT WHEN HE DIDN'T. THEN CTLR TURNED THE LTT TO A 260 DEG HDG WHICH PUT HIM IN CONFLICT WITH AN ACR X A B737. AFTER THE LTT RESET HIS XPONDER THE CTLR ISSUED BOTH ACFT TFC INFO AND THEY PASSED IN CLOSE PROX.

Narrative: I WAS IN POS ON DR-1. I HAD: SFO ARR AT 5500 FT, ON-TOP, SAU-SFO. SOUTH BAY VFR DEP AT 4500 FT, SFO-NOS. SOUTH BAY IFR DEP AT 5000 FT, NUQ-OS19. ACR X, B737. ACR Y, B747. LTT Z, LR35. THE VFR OVERFLT AND THE ON-TOP ARR WERE BASICALLY IN AREA ALFA ALONG HWY 101. I HAD THE DEPS STOPPED AT 4000 FT TO PROTECT THE OVERFLTS. ACR X CALLED CLBING TO 4000 FT. I TURNED HIM S ALONG THE RTE. A GARBLED CALL SIGN CALLED WHICH I ATTEMPTED TO IDENT WHO WAS CALLING. IT TURNED OUT TO BE ACR Y A RWY 28 DEP THAT WAS NOT RELEASED. I KNEW I HAD THE ACR X IN THAT AREA SO I LEFT THE ACR Y AT 3000 FT. AT SOME POINT I INSTRUCTED THE CI-1 TO HOLD THE DEPS. THE ACR Y WAS NOT IN THE ARTS SYS. IN THE CONFUSION AN LTT Z CALLED. I INCORRECTLY TOLD THE LTT Z RADAR CONTACT. HE WAS NOT RADAR CONTACT. I ASKED BOTH THE CI-1 AND THE DR-2 IF THEY SAW THE LTT Z JET. I INSTRUCTED THE LTT Z TO TURN L HDG 260 DEGS WHEN HE LEFT 2000 FT. I DID THIS BECAUSE I HAD 3 OAKLAND DEPS RELEASED. I ASKED THE ISLAND 'SOMEONE TAG THIS GUY ACR Y UP,' DR-2 DID. I TOLD THE LTT Z TO RESET HIS XPONDER AND INSURE IT WAS ON. IT TURNED ON 4 1/2 MI W OF SAN FRANCISCO WBOUND ON A CONVERGING COURSE WITH ACR X. I ISSUED A TA TO ACR X AND ISSUED TFC TO THE LTT Z. THE LTT Z SAID HE HAD ACR X IN SIGHT. I TOLD THE LTT Z TO MAINTAIN VISUAL SEPARATION FROM THE ACR X. SUPPLEMENTAL INFO FROM ACN 320806: HAVING BEEN CLRED TO FL230 AND THE PORTE 9 DEP SID FROM SFO, WE DEPARTED ON RWY 01L. AFTER CONTACTING DEP CTL WE WERE INSTRUCTED TO STOP CLB AT 4000 FT AND TURN L TO 260 DEG HDG. ABOUT THEN I NOTICED TFC TO OUR R AND SLIGHTLY ABOVE, MOVING FROM R TO L AND ASSUMED THAT WE WERE ADVISED TO LEVEL AT 4000 FT BECAUSE OF THAT TFC. WHEN ATC ADVISED US OF TFC I RESPONDED 'IN SIGHT.' BY THEN THE TFC, A B737 WAS XING OUR NOSE AT APPROX 1/2 MI AND 500 FT ABOVE. BECAUSE WE HAD VISUAL CONTACT WE FELT NO IMMINENT DANGER TO OUR SAFETY OF THE FLT.

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.