Narrative:

IFR CRJ7 off runway 30 given a heading of 350 degrees to separate aircraft from a previous IFR off runway 35L. I notified departure controller via automation and he accepted the information. I had accepted a pointout with a VFR cessna wnw of the airport at 8500 ft. After the CRJ7 had become airborne a PA28 6 mi north of the airport; in my departure area; descending out of 8800 ft was 'shipped' from radar to my frequency. I issued traffic to the cherokee and the CRJ7 which was climbing to 10000 ft. When I realized that the CRJ7's turn was going to put him in conflict with the cherokee I gave the cherokee a 30 degree turn to the right for traffic. I exchanged traffic again and neither aircraft had each other in sight. It appeared that the cherokee had not taken my turn so I gave him a right turn to 230 degrees for traffic. He questioned my heading and I told him again and gave him traffic. He turned and reported the CRJ7 in sight. During this time the CRJ7 turned on his own to 010 degrees for the traffic which he did not get in sight. Lessons learned: the radar controller should not have had the cherokee in the departure fan area without coordination. Especially; since he acknowledged the departure off runway 30 turning to heading 350 degrees. Once the cherokee came over and neither of them had each other in sight I should have turned the cherokee westbound instead of assuming that they would get each other in site. When I turned the cherokee the first time I thought of turning the CRJ7 right 30 degrees also but did not do it. I should have turned the CRJ7 when it appeared that the cherokee had not taken my heading.

Related reports:

Google
 

Original NASA ASRS Text

Title: COS LCL CTLR DESCRIBED CONFLICT BTWN IFR DEP AND VFR TFC WHEN CORRECTIVE ACTIONS WERE NOT ISSUED IN A TIMELY MANNER.

Narrative: IFR CRJ7 OFF RWY 30 GIVEN A HDG OF 350 DEGS TO SEPARATE ACFT FROM A PREVIOUS IFR OFF RWY 35L. I NOTIFIED DEP CTLR VIA AUTOMATION AND HE ACCEPTED THE INFO. I HAD ACCEPTED A POINTOUT WITH A VFR CESSNA WNW OF THE ARPT AT 8500 FT. AFTER THE CRJ7 HAD BECOME AIRBORNE A PA28 6 MI N OF THE ARPT; IN MY DEP AREA; DSNDING OUT OF 8800 FT WAS 'SHIPPED' FROM RADAR TO MY FREQ. I ISSUED TFC TO THE CHEROKEE AND THE CRJ7 WHICH WAS CLBING TO 10000 FT. WHEN I REALIZED THAT THE CRJ7'S TURN WAS GOING TO PUT HIM IN CONFLICT WITH THE CHEROKEE I GAVE THE CHEROKEE A 30 DEG TURN TO THE R FOR TFC. I EXCHANGED TFC AGAIN AND NEITHER ACFT HAD EACH OTHER IN SIGHT. IT APPEARED THAT THE CHEROKEE HAD NOT TAKEN MY TURN SO I GAVE HIM A R TURN TO 230 DEGS FOR TFC. HE QUESTIONED MY HDG AND I TOLD HIM AGAIN AND GAVE HIM TFC. HE TURNED AND RPTED THE CRJ7 IN SIGHT. DURING THIS TIME THE CRJ7 TURNED ON HIS OWN TO 010 DEGS FOR THE TFC WHICH HE DID NOT GET IN SIGHT. LESSONS LEARNED: THE RADAR CTLR SHOULD NOT HAVE HAD THE CHEROKEE IN THE DEP FAN AREA WITHOUT COORD. ESPECIALLY; SINCE HE ACKNOWLEDGED THE DEP OFF RWY 30 TURNING TO HDG 350 DEGS. ONCE THE CHEROKEE CAME OVER AND NEITHER OF THEM HAD EACH OTHER IN SIGHT I SHOULD HAVE TURNED THE CHEROKEE WESTBOUND INSTEAD OF ASSUMING THAT THEY WOULD GET EACH OTHER IN SITE. WHEN I TURNED THE CHEROKEE THE FIRST TIME I THOUGHT OF TURNING THE CRJ7 R 30 DEGS ALSO BUT DID NOT DO IT. I SHOULD HAVE TURNED THE CRJ7 WHEN IT APPEARED THAT THE CHEROKEE HAD NOT TAKEN MY HDG.

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.