Narrative:

Had just changed to runway 30 operation from runway 12. MD83, 9 mi final handoff accepted not in radio communication. Adjacent airport (rhv), 5 NM east, called for approval of IFR BE35 from runway 13. Initial clearance for this departure is turn right heading 290 degrees, vectors for sjc VOR. This will immediately conflict with MD83. I ask where the aircraft is, knowing that this will not provide separation. Rhv advises BE35 is rolling. I call final approach control sector, they do not answer. Departure sector answers for final and I ask what they are doing with MD83. Rhv has just launched BE35 from runway 13 into path of MD83. Departure controller believed rhv was on runway 31, had released BE35 on that assumption. MD83 makes radio contact, I ask approach, 'what do you want me to do with MD83,' no answer after several seconds, I advise that I am climbing MD83 and issue the following: cancel approach clearance and issue climb to 3000 ft to MD83. Issue BE35 as traffic to MD83. Issue left turn heading 270 degrees as MD83 reaches 2000 ft minimum vectoring altitude (MVA) in that area. BE35 continued right turn to approximately heading 300 degrees. Paralleling MD83 until heading issued to MD83. BE35 eventually turned north, after MD83 began turn to 270 degree heading. Closest point of approach between MD83 and BE35 was less than 1 mi, same altitude. I was unable to provide visual separation, BE35 was never in sight. Controller in charge was alerted to this situation as it developed, supervisor at approach control was advised of possible operational error. Local supervisor advised upon arrival.

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Original NASA ASRS Text

Title: SJC LCL CTLR RPTS OBSERVING AN OPERROR BY NCT AND INITIATES ACTION TO INCREASE SEPARATION.

Narrative: HAD JUST CHANGED TO RWY 30 OP FROM RWY 12. MD83, 9 MI FINAL HDOF ACCEPTED NOT IN RADIO COM. ADJACENT ARPT (RHV), 5 NM E, CALLED FOR APPROVAL OF IFR BE35 FROM RWY 13. INITIAL CLRNC FOR THIS DEP IS TURN R HDG 290 DEGS, VECTORS FOR SJC VOR. THIS WILL IMMEDIATELY CONFLICT WITH MD83. I ASK WHERE THE ACFT IS, KNOWING THAT THIS WILL NOT PROVIDE SEPARATION. RHV ADVISES BE35 IS ROLLING. I CALL FINAL APCH CTL SECTOR, THEY DO NOT ANSWER. DEP SECTOR ANSWERS FOR FINAL AND I ASK WHAT THEY ARE DOING WITH MD83. RHV HAS JUST LAUNCHED BE35 FROM RWY 13 INTO PATH OF MD83. DEP CTLR BELIEVED RHV WAS ON RWY 31, HAD RELEASED BE35 ON THAT ASSUMPTION. MD83 MAKES RADIO CONTACT, I ASK APCH, 'WHAT DO YOU WANT ME TO DO WITH MD83,' NO ANSWER AFTER SEVERAL SECONDS, I ADVISE THAT I AM CLBING MD83 AND ISSUE THE FOLLOWING: CANCEL APCH CLRNC AND ISSUE CLB TO 3000 FT TO MD83. ISSUE BE35 AS TFC TO MD83. ISSUE L TURN HDG 270 DEGS AS MD83 REACHES 2000 FT MINIMUM VECTORING ALT (MVA) IN THAT AREA. BE35 CONTINUED R TURN TO APPROX HDG 300 DEGS. PARALLELING MD83 UNTIL HDG ISSUED TO MD83. BE35 EVENTUALLY TURNED N, AFTER MD83 BEGAN TURN TO 270 DEG HDG. CLOSEST POINT OF APCH BTWN MD83 AND BE35 WAS LESS THAN 1 MI, SAME ALT. I WAS UNABLE TO PROVIDE VISUAL SEPARATION, BE35 WAS NEVER IN SIGHT. CTLR IN CHARGE WAS ALERTED TO THIS SIT AS IT DEVELOPED, SUPVR AT APCH CTL WAS ADVISED OF POSSIBLE OPERROR. LCL SUPVR ADVISED UPON ARR.

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.