D10 developmental controller experienced operational error at 3000 ft when failing to ensure flight crew received visual approach clearance and executed go around.

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Attributes
ACN	677049
Time
Date	200511
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : dfw.airport
State Reference	TX
Altitude	msl single value : 3000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : d10.tracon
Operator	common carrier : air carrier
Make Model Name	SF 340A
Operating Under FAR Part	Part 121
Flight Phase	descent : approach
Route In Use	approach : visual
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tracon : d10.tracon
Operator	general aviation : corporate
Make Model Name	Regional Jet CL65 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	climbout : initial
Flight Plan	IFR
Person 1
Affiliation	government : faa
Function	controller : approach
Qualification	controller : developmental
Experience	controller radar : 15
ASRS Report	677049
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Events
Anomaly	conflict : airborne less severe non adherence : required legal separation
Independent Detector	other controllera
Resolutory Action	controller : issued new clearance flight crew : took evasive action
Consequence	faa : investigated
Miss Distance	horizontal : 16320 vertical : 0
Supplementary
Problem Areas	ATC Human Performance
Primary Problem	ATC Human Performance
Air Traffic Incident	Operational Error

Narrative:

As developmental controller; I was training on the dallas south/south high/ar-6/ar-7 position combined on a north flow. An SF34 was descended to 3000 ft in anticipation of a visual approach clearance to dfw runway 31R. When aircraft X was on 8 mi final; established on runway 31R localizer; I ascertained that the pilot had the airport in sight and cleared him for the visual approach to runway 31R; but issued an incorrect frequency change to dal tower and did not notice that the pilot did not read back the approach clearance. I last observed aircraft X's mode C readout of 2900 ft and assumed he had started the visual approach. Approximately 2 mins later; the pilot stated he was executing a missed approach. The instructor assumed the frequency and turned/descended aircraft X to avoid traffic (a CL60) departing dal. Simultaneously; separation was lost between aircraft X and aircraft Z (E15) departing dfw runway 35R. Contributory was my not insuring the approach clearance readback by aircraft X.

Original NASA ASRS Text

Title: D10 DEVELOPMENTAL CTLR EXPERIENCED OPERROR AT 3000 FT WHEN FAILING TO ENSURE FLT CREW RECEIVED VISUAL APCH CLRNC AND EXECUTED GAR.

Narrative: AS DEVELOPMENTAL CTLR; I WAS TRAINING ON THE DALLAS S/S HIGH/AR-6/AR-7 POS COMBINED ON A N FLOW. AN SF34 WAS DSNDED TO 3000 FT IN ANTICIPATION OF A VISUAL APCH CLRNC TO DFW RWY 31R. WHEN ACFT X WAS ON 8 MI FINAL; ESTABLISHED ON RWY 31R LOC; I ASCERTAINED THAT THE PLT HAD THE ARPT IN SIGHT AND CLRED HIM FOR THE VISUAL APCH TO RWY 31R; BUT ISSUED AN INCORRECT FREQ CHANGE TO DAL TWR AND DID NOT NOTICE THAT THE PLT DID NOT READ BACK THE APCH CLRNC. I LAST OBSERVED ACFT X'S MODE C READOUT OF 2900 FT AND ASSUMED HE HAD STARTED THE VISUAL APCH. APPROX 2 MINS LATER; THE PLT STATED HE WAS EXECUTING A MISSED APCH. THE INSTRUCTOR ASSUMED THE FREQ AND TURNED/DSNDED ACFT X TO AVOID TFC (A CL60) DEPARTING DAL. SIMULTANEOUSLY; SEPARATION WAS LOST BTWN ACFT X AND ACFT Z (E15) DEPARTING DFW RWY 35R. CONTRIBUTORY WAS MY NOT INSURING THE APCH CLRNC READBACK BY ACFT X.

Data retrieved from NASA's ASRS site as of January 2009 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.