Narrative:

Due to the strong winds; we were down from the normal 2 arrival runways (runway 7R and runway 7L) and 2 departure runways (runway 32 and runway 7L) to 1 main arrival and departure runway (runway 14); with a few aircraft departing runway 25L. We were into the busiest time of the day when a large number of heavy freighters come into anc from the far east for fuel and then continue to the lower 48 states. Normally; flow control requires zan to bring the bulk of these freighters in the gasto gate at 100 reduced to 250 KTS. During this session; about 1/2 of the freighters were coming over high and fast. In addition; flow control asked me to reduce these arrivals to 210 KTS prior to handing them off to the final controller. Also; zan opted on their own to vector turboprops away from the gasto gate to the napto gate. This often helps when the turboprops can land runway 25R but; due to severe turbulence; this was not an option so the turboprops had to be vectored back into the flow of heavy freighters. Tower had been taking many of the departures off the departure SID and turning them further west to a heading of 250 degrees. These departures would be tunneled out climbing to 4;000 ft under the arrivals crossing the VOR northbound descending to 5;000 ft. Aircraft X was the first heavy departure I had worked in this configuration that was on the SID heading 200 degrees. Aircraft Y came in high at gasto doing 350 KTS ground speed at about 13;000 ft. Aircraft Y was at least 15 miles inside approach airspace before he got the airplane slowed down to 250 KTS so he could descend below 10;000 ft. Because he was overtaking the MD11 ahead of him that had been slowed to 210 KTS as flow had asked I was forced to widen out aircraft Y to the east to let him descend and slow further before putting him into the downwind. When aircraft X departed; I debated leaving him stopped at 4;000 ft until he and aircraft Y were past each other but decided there would be room enough; so I climbed aircraft X to FL200. I took care of some other things and then went back to aircraft X to turn him eastbound. There is a 5;500 ft and then an 8;000 ft MVA just east of the airport. When I looked at aircraft X he was a lot further west than he should have been and I gave him a left turn to 120 degrees. I then went to aircraft Y and turned him back north to the VOR. I attempted to point out traffic to aircraft Y but said aircraft Y and there was no answer. I attempted to stop aircraft X's altitude at 6;000 ft but he read back 7;000 ft. I attempted to stop aircraft Y at 7;000 ft but by this time he responded to an RA and started climbing. Aircraft X continued climbing to 7;600 ft and then stated he was adjusting altitude to 7;000 ft. By this time the incident was over and I climbed him to FL200 and sent him out the departure gate. After looking at the radar data; aircraft X was actually tracking about a 235 degree heading on departure instead of 200 degree heading. This put him much further west and into the area I was attempting to get aircraft Y slowed and lower in.

Google
 

Original NASA ASRS Text

Title: A11 Controller experienced operational error at approximately 6000 between arrival and departure heavy jets; complicated by restraining runway configuration/capacities and MVA concerns.

Narrative: Due to the strong winds; we were down from the normal 2 arrival runways (Runway 7R and Runway 7L) and 2 departure runways (Runway 32 and Runway 7L) to 1 main arrival and departure runway (Runway 14); with a few aircraft departing Runway 25L. We were into the busiest time of the day when a large number of heavy freighters come into ANC from the Far East for fuel and then continue to the lower 48 states. Normally; Flow Control requires ZAN to bring the bulk of these freighters in the GASTO gate at 100 reduced to 250 KTS. During this session; about 1/2 of the freighters were coming over high and fast. In addition; Flow Control asked me to reduce these arrivals to 210 KTS prior to handing them off to the Final Controller. Also; ZAN opted on their own to vector turboprops away from the GASTO gate to the NAPTO gate. This often helps when the turboprops can land Runway 25R but; due to severe turbulence; this was not an option so the turboprops had to be vectored back into the flow of heavy freighters. Tower had been taking many of the departures off the departure SID and turning them further west to a heading of 250 degrees. These departures would be tunneled out climbing to 4;000 FT under the arrivals crossing the VOR northbound descending to 5;000 FT. Aircraft X was the first heavy departure I had worked in this configuration that was on the SID heading 200 degrees. Aircraft Y came in high at GASTO doing 350 KTS ground speed at about 13;000 FT. Aircraft Y was at least 15 miles inside Approach airspace before he got the airplane slowed down to 250 KTS so he could descend below 10;000 FT. Because he was overtaking the MD11 ahead of him that had been slowed to 210 KTS as Flow had asked I was forced to widen out Aircraft Y to the east to let him descend and slow further before putting him into the downwind. When Aircraft X departed; I debated leaving him stopped at 4;000 FT until he and Aircraft Y were past each other but decided there would be room enough; so I climbed Aircraft X to FL200. I took care of some other things and then went back to Aircraft X to turn him eastbound. There is a 5;500 FT and then an 8;000 FT MVA just east of the airport. When I looked at Aircraft X he was a lot further west than he should have been and I gave him a left turn to 120 degrees. I then went to Aircraft Y and turned him back north to the VOR. I attempted to point out traffic to Aircraft Y but said Aircraft Y and there was no answer. I attempted to stop Aircraft X's altitude at 6;000 FT but he read back 7;000 FT. I attempted to stop Aircraft Y at 7;000 FT but by this time he responded to an RA and started climbing. Aircraft X continued climbing to 7;600 FT and then stated he was adjusting altitude TO 7;000 FT. By this time the incident was over and I climbed him to FL200 and sent him out the departure gate. After looking at the radar data; Aircraft X was actually tracking about a 235 degree heading on departure instead of 200 degree heading. This put him much further west and into the area I was attempting to get Aircraft Y slowed and lower in.

Data retrieved from NASA's ASRS site as of April 2012 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.