Narrative:

[I was] working local control west position and one runway operation. Departed a B727 followed by a HS25. The B727 was super slow (140 KTS) and the HS25 was super fast on departure climb-out (220 KTS). I saw the problem and tried to correct by telling the HS25 to maintain 3;000 ft altitude; as my coordinator tried to effect a turn with dallas south. Dallas south said unable turn; he was asked twice for two different headings. He did not appear to have any traffic in the direction in which we wanted to go. Then I coordinated with the departure controller 1 and asked for a heading in the same direction as we just asked the other south controller; and it was approved! Guess it depends on who you ask! So then I turned the HS25 to the south; and switched the HS25 to departure. Recommendation; we will not launching the second aircraft so close to the first; would be my first; but I had to launch him because I had a B737 coming in for that runway; and the HS25 was on the runway. But the dallas south controller could have helped me by approving a southbound turn; but some of the controllers at D-10 approach have a less than a helpful attitude; yet they ask the tower controllers for help all the time with spacing and sequencing and things of that nature. I thought I had a way out by stopping the second aircraft at 3;000 ft; but the B727 was just too slow and low; and the HS25 was just too fast. I had no way of knowing that until he tagged up off the departure end of the runway.

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Original NASA ASRS Text

Title: DAL Controller described a departure overtake loss of separation event when a HS25 overtook a previous B727 aircraft; noting a D10 Controller was less than helpful in providing a relief heading approvals.

Narrative: [I was] working Local Control West position and one runway operation. Departed a B727 followed by a HS25. The B727 was super slow (140 KTS) and the HS25 was super fast on departure climb-out (220 KTS). I saw the problem and tried to correct by telling the HS25 to maintain 3;000 FT altitude; as my Coordinator tried to effect a turn with Dallas South. Dallas South said unable turn; he was asked twice for two different headings. He did not appear to have any traffic in the direction in which we wanted to go. Then I coordinated with the Departure Controller 1 and asked for a heading in the same direction as we just asked the other South Controller; and it was approved! Guess it depends on who you ask! So then I turned the HS25 to the south; and switched the HS25 to departure. Recommendation; we will not launching the second aircraft so close to the first; would be my first; but I had to launch him because I had a B737 coming in for that runway; and the HS25 was on the runway. But the Dallas South Controller could have helped me by approving a southbound turn; but some of the Controllers at D-10 Approach have a less than a helpful attitude; yet they ask the Tower Controllers for help all the time with spacing and sequencing and things of that nature. I thought I had a way out by stopping the second aircraft at 3;000 FT; but the B727 was just too slow and low; and the HS25 was just too fast. I had no way of knowing that until he tagged up off the departure end of the runway.

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.