Narrative:

A BE9L departed runway 26 on a 260 heading which was on course to destination. Controller called and apreq'd 13;000 for a gulfstream aircraft from the west; which was approved by me. I took the hand off 10 miles outside of my airspace so the controller would ship the aircraft as soon as possible. Controller did not ship the aircraft until the targets crossed paths which was about 25 miles later. During this time I issued traffic to the BE9L and also issued a turn of 20 degrees right and expedited his climb. I soon realized that the 20 degree turn was not sufficient to keep separation so I turned the BE8L further right to a heading of 360 degrees. Moments later the collision alert went off and separation was lost. I initially thought I had divergence but the BE9L did not turn fast enough for that to be true. When the gulfstream aircraft finally called me he was about 1 mile from the BE9L and descending rapidly. He said he was responding to his TCAS/RA. I issued a further descent and asked if he had the traffic insight; his response was 'negative'. During this entire event there was a VFR aircraft that was having radio difficulty with the local controller. The local controller advised me of the problem and we agreed to share the frequency if need be; but that was deemed not necessary. I would recommend that controllers send the aircraft to my frequency when I take the hand off instead of holding onto the aircraft. I took the hand off early just so I could continue the aircraft descending because of the known traffic.

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Original NASA ASRS Text

Title: CPR Controller experienced a loss of separation event when the early acceptance of a hand off from an adjacent position; but late radio transference did not permit the issuance of corrective turns.

Narrative: A BE9L departed Runway 26 on a 260 heading which was on course to destination. Controller called and APREQ'D 13;000 for a Gulfstream aircraft from the west; which was approved by me. I took the hand off 10 miles outside of my airspace so the Controller would ship the aircraft ASAP. Controller did not ship the aircraft until the targets crossed paths which was about 25 miles later. During this time I issued traffic to the BE9L and also issued a turn of 20 degrees right and expedited his climb. I soon realized that the 20 degree turn was not sufficient to keep separation so I turned the BE8L further right to a heading of 360 degrees. Moments later the Collision Alert went off and separation was lost. I initially thought I had divergence but the BE9L did not turn fast enough for that to be true. When the Gulfstream aircraft finally called me he was about 1 mile from the BE9L and descending rapidly. He said he was responding to his TCAS/RA. I issued a further descent and asked if he had the traffic insight; his response was 'negative'. During this entire event there was a VFR aircraft that was having radio difficulty with the Local Controller. The Local Controller advised me of the problem and we agreed to share the frequency if need be; but that was deemed not necessary. I would recommend that controllers send the aircraft to my frequency when I take the hand off instead of holding onto the aircraft. I took the hand off early just so I could continue the aircraft descending because of the known traffic.

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.