Narrative:

I was training on the local control position. A T38 was on an ILS to runway 10 followed by a citation. A BE40 was in the touch and go pattern on runway 16R. The radar controller called with VFR traffic crossing the departure path for runway 16R at 6;500 and asked us to stop our departures at 6;000 reference that traffic. At this point the T38 asked to enter left closed traffic for runway 28 after his option on runway 10. At the same time my trainee also responded to the BE40 who had requested his clearance back to another airport after his touch and go on runway 16R. There was some confusion by my trainee as to how he was going to handle the T38; I told him to extend the T38 2 miles and then have him make a right 90; left 270 back to final to runway 28. I found out that my trainee thought the T38 wanted left closed traffic for runway 10 and so was very confused by what I was telling him to do. The BE40 completed his option on runway 16R and then the T38 conducted a low approach to runway 10. The BE40 was then shipped to departure; what I failed to hear was that my trainee had issued the standard departure to the BE40 and not restricted him to 6;000 ft on climb out. I was still in the process of trying to explain to my trainee what to do with the T38 when the aircraft pulled up sharply at the end of the runway and began a left hand turn. I instructed the trainee to tell the T38 to enter the right down wind for runway 28; again the trainee was thinking runway 10 so he was really confused now. I had to take over at this point and issue instructions to the T38 and another arrival to runway 16R. This caused me to miss the BE40 conducting his climb out. The radar controller told me that the BE40 checked on climbing out of 4;000 for 13;000 and he instructed his trainee to stop the BE40 at 6;000. The BE40 actually leveled at 5;500; but said he was responding to an RA. To the best of their recollection the aircraft never got any closer than 1;000 ft vertically. Recommendation; we are in the process of refining our local SOP; part of the revision will be stopping all IFR departures at 5;000. This should prevent this type of incident in the future.

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Original NASA ASRS Text

Title: MAF Controller providing OJT described a TCAS RA event involving an IFR departure and a VFR overflight; the reporter noting the developmental failed to issue the correct altitude.

Narrative: I was training on the Local Control position. A T38 was on an ILS to Runway 10 followed by a Citation. A BE40 was in the touch and go pattern on Runway 16R. The RADAR Controller called with VFR traffic crossing the departure path for Runway 16R at 6;500 and asked us to stop our departures at 6;000 reference that traffic. At this point the T38 asked to enter left closed traffic for Runway 28 after his option on Runway 10. At the same time my Trainee also responded to the BE40 who had requested his clearance back to another airport after his touch and go on Runway 16R. There was some confusion by my Trainee as to how he was going to handle the T38; I told him to extend the T38 2 miles and then have him make a right 90; left 270 back to final to Runway 28. I found out that my Trainee thought the T38 wanted left closed traffic for Runway 10 and so was very confused by what I was telling him to do. The BE40 completed his option on Runway 16R and then the T38 conducted a low approach to Runway 10. The BE40 was then shipped to Departure; what I failed to hear was that my Trainee had issued the standard departure to the BE40 and not restricted him to 6;000 FT on climb out. I was still in the process of trying to explain to my Trainee what to do with the T38 when the aircraft pulled up sharply at the end of the runway and began a left hand turn. I instructed the Trainee to tell the T38 to enter the right down wind for Runway 28; again the Trainee was thinking Runway 10 so he was really confused now. I had to take over at this point and issue instructions to the T38 and another arrival to Runway 16R. This caused me to miss the BE40 conducting his climb out. The RADAR Controller told me that the BE40 checked on climbing out of 4;000 for 13;000 and he instructed his Trainee to stop the BE40 at 6;000. The BE40 actually leveled at 5;500; but said he was responding to an RA. To the best of their recollection the aircraft never got any closer than 1;000 FT vertically. Recommendation; we are in the process of refining our local SOP; part of the revision will be stopping all IFR departures at 5;000. This should prevent this type of incident in the future.

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.