Narrative:

Hawker jet (HS25) departed lax runway 25L for vny, climbed heading 250 degrees to 5000 ft. Tbm or meridian (assume tbm) departed smo about the same time climbing to 3000 ft heading 250 degrees. When the HS25 left 3000 ft, I turned him north toward silex intersection (per SOP). I left the tbm at 3000 ft and issued traffic to both aircraft. The tbm had unknown VFR traffic off his right at 3000 ft so, for this and another reason stated below, I did not turn him at this point. When the HS25, now established on a northbound heading, left 4000 ft for 5000 ft I turned the tbm right to 070 degrees and climbed him to 4000 ft (I think). When I observed the tbm turn and climb through 4200 ft I issued the hawker traffic now at 2 O'clock position, less than 1 mi. The tbm reported traffic in sight and appeared to level at 4500 ft. The conflict alert went off as I issued traffic. I then climbed the tbm to 5000 ft. My uncertainty with respect to the altitude I assigned the tbm is based on the coordination that was taking place in the recently reconfigured airspace/procedural environment in which this scenario occurred. Immediately after departure I initiated a handoff to the lakr controller. He accepted the handoff but called me and told me that he would need my traffic level at 5000 ft when it entered his airspace. When he saw my aircraft turn eastbound just out of 3000 ft, he called again to point out northbound traffic at 4000 ft. I don't think that he had noticed the climb rate of my aircraft. In any case, his insistence that my aircraft had to be at 5000 ft may have influenced me to inadvertently say '5000 ft.' I honestly think that the pilot busted the altitude assignment.

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Original NASA ASRS Text

Title: SCT CTLR EXPERIENCED LOSS OF SEPARATION VECTORING TFC OFF LAX AND SMO.

Narrative: HAWKER JET (HS25) DEPARTED LAX RWY 25L FOR VNY, CLBED HDG 250 DEGS TO 5000 FT. TBM OR MERIDIAN (ASSUME TBM) DEPARTED SMO ABOUT THE SAME TIME CLBING TO 3000 FT HDG 250 DEGS. WHEN THE HS25 LEFT 3000 FT, I TURNED HIM N TOWARD SILEX INTXN (PER SOP). I LEFT THE TBM AT 3000 FT AND ISSUED TFC TO BOTH ACFT. THE TBM HAD UNKNOWN VFR TFC OFF HIS R AT 3000 FT SO, FOR THIS AND ANOTHER REASON STATED BELOW, I DID NOT TURN HIM AT THIS POINT. WHEN THE HS25, NOW ESTABLISHED ON A NBOUND HDG, LEFT 4000 FT FOR 5000 FT I TURNED THE TBM R TO 070 DEGS AND CLBED HIM TO 4000 FT (I THINK). WHEN I OBSERVED THE TBM TURN AND CLB THROUGH 4200 FT I ISSUED THE HAWKER TFC NOW AT 2 O'CLOCK POS, LESS THAN 1 MI. THE TBM RPTED TFC IN SIGHT AND APPEARED TO LEVEL AT 4500 FT. THE CONFLICT ALERT WENT OFF AS I ISSUED TFC. I THEN CLBED THE TBM TO 5000 FT. MY UNCERTAINTY WITH RESPECT TO THE ALT I ASSIGNED THE TBM IS BASED ON THE COORD THAT WAS TAKING PLACE IN THE RECENTLY RECONFIGURED AIRSPACE/PROCEDURAL ENVIRONMENT IN WHICH THIS SCENARIO OCCURRED. IMMEDIATELY AFTER DEP I INITIATED A HDOF TO THE LAKR CTLR. HE ACCEPTED THE HDOF BUT CALLED ME AND TOLD ME THAT HE WOULD NEED MY TFC LEVEL AT 5000 FT WHEN IT ENTERED HIS AIRSPACE. WHEN HE SAW MY ACFT TURN EBOUND JUST OUT OF 3000 FT, HE CALLED AGAIN TO POINT OUT NBOUND TFC AT 4000 FT. I DON'T THINK THAT HE HAD NOTICED THE CLB RATE OF MY ACFT. IN ANY CASE, HIS INSISTENCE THAT MY ACFT HAD TO BE AT 5000 FT MAY HAVE INFLUENCED ME TO INADVERTENTLY SAY '5000 FT.' I HONESTLY THINK THAT THE PLT BUSTED THE ALT ASSIGNMENT.

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.