Narrative:

I was training on local control (ground control combined @ local control). An E145 was a west gate departure that was cleared for takeoff on runway 28R. A military aircraft also a west gate departure; called ready for takeoff on runway 28L approximately a half minute later. I advised developmental to provide greater than normal in-trail separation due to the fact that this was a military fighter; and *may* accelerate to 250 knots somewhat faster. When the E145 was 3 miles beyond end of rwy 28R; developmental cleared the military aircraft; who was holding short of rwy 28L; for takeoff. As the fighter passed by the tower; I noticed what appeared to be his afterburners on; but as soon as I noticed that; I observed the afterburners turn off. The developmental observed that the fighter had not dialed in his correct squawk; and advised pilot of correct transponder code; and in the same transmission advised pilot to contact departure. At this point; the fighter was just off the end of runway 28L; 5 miles behind the E145. The fighter did not respond. Apparently the fighter switched to departure control on his own; as we later observed the data block tag okay. We also noticed that the fighter was rapidly accelerating; and we observed that south radar had to immediately turn the fighter so he wouldn't overtake the E145. There was no separation error; but there certainly was the opportunity for one to develop quickly had south radar climbed and not turned the fighter immediately. Based on the ground speed readouts (I recall 350 to 400 knots) and the rapid overtake that we observed; it is apparent that fighter did not conform to far 91.117 speed restrictions of no greater than 250 knots below 10;000 ft msl. Prior to departure the fighter did not advise us of any operational need to fly greater than 250 knots. Recommendation; if a pilot has an operational need to fly faster than 250 knots below 10;000 ft msl; while not in a MOA or on a MTR where we would expect it; the pilot should advise ATC prior to that operation.

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Original NASA ASRS Text

Title: CMH controller described a near loss of separation event when a military fighter exceeded 250 Kts on departure and overtook a prior air carrier departure; adding the RADAR controller's quick action saved separation.

Narrative: I was training on LC (GC combined @ LC). An E145 was a West Gate departure that was cleared for takeoff on Runway 28R. A Military Aircraft also a West Gate departure; called ready for takeoff on Runway 28L approximately a half minute later. I advised developmental to provide greater than normal in-trail separation due to the fact that this was a military fighter; and *may* accelerate to 250 knots somewhat faster. When the E145 was 3 miles beyond end of Rwy 28R; developmental cleared the Military Aircraft; who was holding short of Rwy 28L; for takeoff. As the fighter passed by the tower; I noticed what appeared to be his afterburners on; but as soon as I noticed that; I observed the afterburners turn off. The developmental observed that the fighter had not dialed in his correct squawk; and advised pilot of correct transponder code; and in the same transmission advised pilot to contact departure. At this point; the fighter was just off the end of Runway 28L; 5 miles behind the E145. The fighter did not respond. Apparently the fighter switched to departure control on his own; as we later observed the data block tag okay. We also noticed that the fighter was rapidly accelerating; and we observed that South RADAR had to immediately turn the fighter so he wouldn't overtake the E145. There was no separation error; but there certainly was the opportunity for one to develop quickly had South RADAR climbed and not turned the fighter immediately. Based on the GROUND SPEED READOUTS (I recall 350 to 400 knots) and the RAPID OVERTAKE that we observed; it is apparent that fighter did NOT conform to FAR 91.117 speed restrictions of no greater than 250 knots below 10;000 ft msl. Prior to departure the fighter did not advise us of any operational need to fly greater than 250 knots. Recommendation; if a pilot has an operational need to fly faster than 250 knots below 10;000 ft msl; while not in a MOA or on a MTR where we would expect it; the pilot should advise ATC prior to that operation.

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.