Narrative:

I was receiving a position relief brief to take the pacr sector. I was told that there was an aircraft in the departure list off sna and that sna tower was coordinated with to miss the VFR traffic that was southeast bound along the shoreline at 3;500 ft. I had a slight question in my mind about what the exact coordination was; but I did not ask and took over the control position. The departure aircraft (a B737) came off of sna climbing southbound; and did not call off the departure end at the normal hand off time. I assumed that sna tower was keeping the aircraft to give the 3;500 ft traffic (a C182). The B737 called me climbing out of 2;400 ft for 7;000 ft; and was on a converging course with the VFR traffic. The B737 did not call the traffic in sight or mention anything about the traffic. I immediately issued the traffic call; 'traffic 1 o'clock 1 mile eastbound along the shoreline at 3;500 ft; verify you have traffic in sight; if not in sight advise you stop your climb at 3;000 ft.' at this time the B737 was out of about 2;600 ft; and although I did not think he would be able to stop the climb; it was the first and best response I had at the time. The B737 said searching for the traffic and then called in sight and requested a turn to the left. I said approved as requested. The C182 also called the traffic in sight. The B737 questioned the situation but did not call an RA or say that it was a problem; just that it is very hard to get VFR traffic along the shoreline in sight during the initial departure phase of flight off of sna. I don't believe that we currently have a good solution to either stopping departures off sna or giving the tower traffic and expecting them to give the initial call to the departure aircraft. I believe that the B737 should have been stopped at 3;000 ft for the traffic and immediately switched to departure for traffic calls and more controlled separation. I don't know what the answer is; but if situations like this continue to occur it is not an appropriate method for the airline customer.

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Original NASA ASRS Text

Title: SCT Controller described a conflict event between a SNA Air Carrier departure and a VFR overflight; the reporter suggesting some type of improved procedure between the Tower and TRACON.

Narrative: I was receiving a position relief brief to take the PACR Sector. I was told that there was an aircraft in the departure list off SNA and that SNA Tower was coordinated with to miss the VFR traffic that was southeast bound along the shoreline at 3;500 FT. I had a slight question in my mind about what the exact coordination was; but I did not ask and took over the control position. The departure aircraft (a B737) came off of SNA climbing southbound; and did not call off the departure end at the normal hand off time. I assumed that SNA Tower was keeping the aircraft to give the 3;500 FT traffic (a C182). The B737 called me climbing out of 2;400 FT for 7;000 FT; and was on a converging course with the VFR traffic. The B737 did not call the traffic in sight or mention anything about the traffic. I immediately issued the traffic call; 'traffic 1 o'clock 1 mile eastbound along the shoreline at 3;500 FT; verify you have traffic in sight; if not in sight advise you stop your climb at 3;000 FT.' At this time the B737 was out of about 2;600 FT; and although I did not think he would be able to stop the climb; it was the first and best response I had at the time. The B737 said searching for the traffic and then called in sight and requested a turn to the left. I said approved as requested. The C182 also called the traffic in sight. The B737 questioned the situation but did not call an RA or say that it was a problem; just that it is very hard to get VFR traffic along the shoreline in sight during the initial departure phase of flight off of SNA. I don't believe that we currently have a good solution to either stopping departures off SNA or giving the Tower traffic and expecting them to give the initial call to the departure aircraft. I believe that the B737 should have been stopped at 3;000 FT for the traffic and immediately switched to Departure for traffic calls and more controlled separation. I don't know what the answer is; but if situations like this continue to occur it is not an appropriate method for the airline customer.

Data retrieved from NASA's ASRS site as of July 2013 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.