ZFW controller conflict occurred when IFR departure was cleared through VFR traffic at 13500 ft causing climbing aircraft to question traffic above him.

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Attributes
ACN	690922
Time
Date	200603
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : maf.airport
State Reference	TX
Altitude	msl single value : 13500
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zfw.artcc
Operator	general aviation : corporate
Make Model Name	HS 125 Series 1-600
Operating Under FAR Part	Part 91
Flight Phase	climbout : initial
Flight Plan	IFR
Aircraft 2
Controlling Facilities	artcc : zfw.artcc
Operator	general aviation : personal
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Operating Under FAR Part	Part 91
Flight Phase	cruise : level
Flight Plan	VFR
Person 1
Affiliation	government : faa
Function	controller : radar
Qualification	controller : radar
Experience	controller non radar : 5 controller radar : 22 controller supervisory : 14 controller time certified in position2 : 3
ASRS Report	690922
Person 2
Affiliation	company : corporate
Function	flight crew : captain oversight : pic
Events
Anomaly	conflict : airborne critical
Independent Detector	other flight crewa
Resolutory Action	controller : issued new clearance controller : issued advisory
Miss Distance	horizontal : 0 vertical : 500
Supplementary
Problem Areas	ATC Human Performance
Primary Problem	ATC Human Performance

Narrative:

I was radar controller working maf low radar. Aircraft #1 was climbing off of maf to 13000 ft. Aircraft #2 was receiving radar advisories overflying maf 13500 ft. Aircraft #1 called and I climbed him to 16000 ft. The pilot questioned the climb and I again climbed the aircraft to 16000 ft. The pilot of aircraft #1 said 'don't you have traffic 1000 ft above me?' I told him I did and called the traffic. I then called the traffic to aircraft #2 and he got aircraft #1 in sight. I missed the traffic situation and should have never climbed aircraft #1 above 13000 ft. Aircraft #1 delayed the climb and averted a possible near midair collision. I allowed myself to get distraction and did not evaluate the traffic before climbing aircraft #1. I was very busy with 2 inbounds to maf; 2 departures off of maf; 1 departure off of san angelo; tx; 1 IFR inbound to snyder; tx; 4 F117's training over top of maf; 2 IFR en route and 3 VFR radar advisories. In the future I will evaluate the situation prior to climbing an aircraft. It is better to level an aircraft at an altitude than climb into known traffic without fully scanning the traffic situation.

Original NASA ASRS Text

Title: ZFW CTLR CONFLICT OCCURRED WHEN IFR DEP WAS CLRED THROUGH VFR TFC AT 13500 FT CAUSING CLBING ACFT TO QUESTION TFC ABOVE HIM.

Narrative: I WAS RADAR CTLR WORKING MAF LOW RADAR. ACFT #1 WAS CLBING OFF OF MAF TO 13000 FT. ACFT #2 WAS RECEIVING RADAR ADVISORIES OVERFLYING MAF 13500 FT. ACFT #1 CALLED AND I CLBED HIM TO 16000 FT. THE PLT QUESTIONED THE CLB AND I AGAIN CLBED THE ACFT TO 16000 FT. THE PLT OF ACFT #1 SAID 'DON'T YOU HAVE TFC 1000 FT ABOVE ME?' I TOLD HIM I DID AND CALLED THE TFC. I THEN CALLED THE TFC TO ACFT #2 AND HE GOT ACFT #1 IN SIGHT. I MISSED THE TFC SITUATION AND SHOULD HAVE NEVER CLBED ACFT #1 ABOVE 13000 FT. ACFT #1 DELAYED THE CLB AND AVERTED A POSSIBLE NMAC. I ALLOWED MYSELF TO GET DISTR AND DID NOT EVALUATE THE TFC BEFORE CLBING ACFT #1. I WAS VERY BUSY WITH 2 INBOUNDS TO MAF; 2 DEPS OFF OF MAF; 1 DEP OFF OF SAN ANGELO; TX; 1 IFR INBOUND TO SNYDER; TX; 4 F117'S TRAINING OVER TOP OF MAF; 2 IFR ENRTE AND 3 VFR RADAR ADVISORIES. IN THE FUTURE I WILL EVALUATE THE SITUATION PRIOR TO CLBING AN ACFT. IT IS BETTER TO LEVEL AN ACFT AT AN ALT THAN CLB INTO KNOWN TFC WITHOUT FULLY SCANNING THE TFC SITUATION.

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.