Narrative:

MD80 heading 310 degrees on arrival slow to descend. Still at 17000 ft 10 mi from fix it has to cross at 11000 ft, and going faster than speed called for on the STAR. Aircraft was a dfw arrival. BE40, probably a departure from ads, heading approximately 200 degrees for dartz intersection, slow climbing out of 11000 ft, approximately 10 mi north of air carrier X. I was working FE2, assigning runways to arrs from the southeast. I instructed air carrier X to expedite its descent but now assigned altitude of 12000 ft since it was overtaking the aircraft preceding in on the arrival who was level at 11000 ft. I then noticed the BE40 start to climb out of 10300 ft and instructed air carrier X to turn to a heading of 360 degrees, due north, so that the BE40 would pass off its left and started to call out the traffic. I called the DR2 position on the land line and told him what I was doing. But DR1 was actually working the aircraft and DR2 had taken a pointout. DR2 immediately informed DR1 of the potential conflict. DR1 turned the BE40 wbound heading 270 degrees. Air carrier X informed me it was reacting to an RA and leveling off, stopped its descent. The BE40 also reacted to an RA and stopped its climb. The aircraft maintained over a thousand ft separation, but I believe the altitudes were approximately 13400 ft (BE40) and 14500 ft (air carrier Y) 'not exactly IFR altitudes.' though air carrier X was always south, then southeast, then east of the BE40 and the targets never merged, the closest distance (horizontal was probably less than a mi). My vector of air carrier X kept the two from merging, but altitude was the better form of separation and 'we can thank TCASII for that!' it worked like it's supposed to.

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Original NASA ASRS Text

Title: D10 APCH CTLR TURNED A DSNDING MD80 AND QUICKLY COORDINATED WITH A DEP CTLR TO TURN A CLBING BE40 TO PREVENT A LOSS OF SEPARATION.

Narrative: MD80 HDG 310 DEGS ON ARR SLOW TO DSND. STILL AT 17000 FT 10 MI FROM FIX IT HAS TO CROSS AT 11000 FT, AND GOING FASTER THAN SPD CALLED FOR ON THE STAR. ACFT WAS A DFW ARR. BE40, PROBABLY A DEP FROM ADS, HDG APPROX 200 DEGS FOR DARTZ INTXN, SLOW CLBING OUT OF 11000 FT, APPROX 10 MI N OF ACR X. I WAS WORKING FE2, ASSIGNING RWYS TO ARRS FROM THE SE. I INSTRUCTED ACR X TO EXPEDITE ITS DSCNT BUT NOW ASSIGNED ALT OF 12000 FT SINCE IT WAS OVERTAKING THE ACFT PRECEDING IN ON THE ARR WHO WAS LEVEL AT 11000 FT. I THEN NOTICED THE BE40 START TO CLB OUT OF 10300 FT AND INSTRUCTED ACR X TO TURN TO A HDG OF 360 DEGS, DUE N, SO THAT THE BE40 WOULD PASS OFF ITS L AND STARTED TO CALL OUT THE TFC. I CALLED THE DR2 POS ON THE LAND LINE AND TOLD HIM WHAT I WAS DOING. BUT DR1 WAS ACTUALLY WORKING THE ACFT AND DR2 HAD TAKEN A POINTOUT. DR2 IMMEDIATELY INFORMED DR1 OF THE POTENTIAL CONFLICT. DR1 TURNED THE BE40 WBOUND HDG 270 DEGS. ACR X INFORMED ME IT WAS REACTING TO AN RA AND LEVELING OFF, STOPPED ITS DSCNT. THE BE40 ALSO REACTED TO AN RA AND STOPPED ITS CLB. THE ACFT MAINTAINED OVER A THOUSAND FT SEPARATION, BUT I BELIEVE THE ALTS WERE APPROX 13400 FT (BE40) AND 14500 FT (ACR Y) 'NOT EXACTLY IFR ALTS.' THOUGH ACR X WAS ALWAYS S, THEN SE, THEN E OF THE BE40 AND THE TARGETS NEVER MERGED, THE CLOSEST DISTANCE (HORIZ WAS PROBABLY LESS THAN A MI). MY VECTOR OF ACR X KEPT THE TWO FROM MERGING, BUT ALT WAS THE BETTER FORM OF SEPARATION AND 'WE CAN THANK TCASII FOR THAT!' IT WORKED LIKE IT'S SUPPOSED TO.

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.