Narrative:

I was working the approach airspace for sjt. Sjt is a contract tower. Sjt's dbrite was out of service so they were providing rolling calls on aircraft when they departed. They gave a rolling call on a king air. I acknowledged the call and glanced over to my strips to get the flight plan data. I grabbed the wrong strip that was also a military call sign. The strip I used gave a routing of V68 to jct and climbing to 9000. When the BE20 departed I missed the initial altitude because of background noise and assumed it was correct. I issued a vector to the airway and had him join V68. As the aircraft progressed I noticed the BE20 climbing out of 9200 or so and issued traffic and a turn to heading 080. The two aircraft were about 4 miles apart at this time. The conflict alert sounded after I had given the turn. I think the pilot of the BE20 said visual traffic but it was very quick transmission and I think the conflict alert was going off at this time. It only took about 40 seconds and they were passed. During this time I was scanning my information to determine what had gone wrong. This is when I saw that I had the wrong flight strip and therefore the wrong route and altitude for the BE20. I then turned the BE20 direct to sat as that was his original route requested. Items that affected the quality of service could have been any or all of the following. It was my last position of the day and I had worked radar all day. We usually work a rotation between radar and tower. Also the pilot of the BE20 did not question me changing his route and placing him on a route that he did not file. Reroutes are always preceded by 'I have a new route advise when ready to copy;' or something similar to that. When the pilot did not question the vector to the airway it reinforced the idea that I was working with the correct information when in fact I was not.

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Original NASA ASRS Text

Title: SJT TRACON Controller experienced an operational error when looking at the wrong flight progress strip for a departing aircraft.

Narrative: I was working the approach airspace for SJT. SJT is a Contract Tower. SJT's DBRITE was out of service so they were providing rolling calls on aircraft when they departed. They gave a rolling call on a King Air. I acknowledged the call and glanced over to my strips to get the flight plan data. I grabbed the wrong strip that was also a military call sign. The strip I used gave a routing of V68 to JCT and climbing to 9000. When the BE20 departed I missed the initial altitude because of background noise and assumed it was correct. I issued a vector to the airway and had him join V68. As the aircraft progressed I noticed the BE20 climbing out of 9200 or so and issued traffic and a turn to heading 080. The two aircraft were about 4 miles apart at this time. The conflict alert sounded after I had given the turn. I think the pilot of the BE20 said visual traffic but it was very quick transmission and I think the conflict alert was going off at this time. It only took about 40 seconds and they were passed. During this time I was scanning my information to determine what had gone wrong. This is when I saw that I had the wrong flight strip and therefore the wrong route and altitude for the BE20. I then turned the BE20 direct to SAT as that was his original route requested. Items that affected the quality of service could have been any or all of the following. It was my last position of the day and I had worked RADAR all day. We usually work a rotation between RADAR and Tower. Also the pilot of the BE20 did not question me changing his route and placing him on a route that he did not file. Reroutes are always preceded by 'I have a new route advise when ready to copy;' or something similar to that. When the pilot did not question the vector to the airway it reinforced the idea that I was working with the correct information when in fact I was not.

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.