Narrative:

Grand prairie (gpm) lies underneath the finals for dfw airport 13 mi south. I took a pointout on the king air inbound to gpm executing the runway 35 GPS approach. As I and every other controller has in the past has done; as soon as the king air descended below 2000 ft on the approach I descended the dfw arrival to 3000 ft and cleared them for the ILS runway 36L approach. The king air executed a missed approach and started a climbing left turn to 2300 ft. The other controller working the king air tried to stop them at 2000 ft but the king air had already climbed above that altitude. I issued traffic to the MD80 and canceled their approach clearance and then reissued it after they had diverged. At the time we were running simultaneous ILS approachs which requires the aircraft to be on tower frequency. Prior to loss of vertical separation; this facility has been warned by several workgroups that this would happen and they needed to develop a better procedure for this airport. As with everything this goes ignored until someone has an operational error. Now dfw management says that dfw traffic management coordinator will have to build a gap in the arrival flow to dfw and delay air carrier's for an arrival into gpm during IFR conditions. The missed approach procedure needs to be changed to protect the dfw finals. This was recommended by the workgroups mentioned above but still has not been done. Hopefully now because of my operational error they will move to fix the problem.

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Original NASA ASRS Text

Title: D10 CTLR WORKING DFW ARR'S EXPERIENCED OPERROR AT 2300 WHEN GPM ARR INITIATED WX MISSED APCH AND CONFLICTED WITH DFW ARR CLRED FOR APCH.

Narrative: GRAND PRAIRIE (GPM) LIES UNDERNEATH THE FINALS FOR DFW ARPT 13 MI S. I TOOK A POINTOUT ON THE KING AIR INBOUND TO GPM EXECUTING THE RWY 35 GPS APCH. AS I AND EVERY OTHER CTLR HAS IN THE PAST HAS DONE; AS SOON AS THE KING AIR DSNDED BELOW 2000 FT ON THE APCH I DSNDED THE DFW ARR TO 3000 FT AND CLRED THEM FOR THE ILS RWY 36L APCH. THE KING AIR EXECUTED A MISSED APCH AND STARTED A CLBING L TURN TO 2300 FT. THE OTHER CTLR WORKING THE KING AIR TRIED TO STOP THEM AT 2000 FT BUT THE KING AIR HAD ALREADY CLBED ABOVE THAT ALT. I ISSUED TFC TO THE MD80 AND CANCELED THEIR APCH CLRNC AND THEN REISSUED IT AFTER THEY HAD DIVERGED. AT THE TIME WE WERE RUNNING SIMULTANEOUS ILS APCHS WHICH REQUIRES THE ACFT TO BE ON TWR FREQ. PRIOR TO LOSS OF VERT SEPARATION; THIS FACILITY HAS BEEN WARNED BY SEVERAL WORKGROUPS THAT THIS WOULD HAPPEN AND THEY NEEDED TO DEVELOP A BETTER PROC FOR THIS ARPT. AS WITH EVERYTHING THIS GOES IGNORED UNTIL SOMEONE HAS AN OPERROR. NOW DFW MGMNT SAYS THAT DFW TFC MGMNT COORDINATOR WILL HAVE TO BUILD A GAP IN THE ARR FLOW TO DFW AND DELAY ACR'S FOR AN ARR INTO GPM DURING IFR CONDITIONS. THE MISSED APCH PROC NEEDS TO BE CHANGED TO PROTECT THE DFW FINALS. THIS WAS RECOMMENDED BY THE WORKGROUPS MENTIONED ABOVE BUT STILL HAS NOT BEEN DONE. HOPEFULLY NOW BECAUSE OF MY OPERROR THEY WILL MOVE TO FIX THE PROB.

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.