Pct controller described a multiple TCAS RA event involving a departure aircraft assigned 270 headin...

Narrative:

I was working the asper/tilly position combined during the arrival push at dulles. I had numerous aircraft on two different frequencies and created a complex frequency congestion on the position. I had an aircraft depart dulles on a 270 degree heading. The heavy jet was a southbound departure where the departure controller would vector this particular aircraft over the blues intersection at 12;000 ft. The heavy jet departed dulles; and I issued an initial instruction for the airplane to climb to 5;000 ft. The manne controller was using the radial feed at dulles in which airplanes descend to 6;000 ft on the two arrivals (royil/shnon). I observed the heavy aircraft climbing through 5;100 ft and I an instructed the pilot to maintain 5;000 ft at all times. I did have the opportunity to review the tapes and it clearly states my instruction for the aircraft to climb to 5;000 ft only. The pilot read back 5;000 ft so I expected the aircraft to maintain the assigned altitude. The pilot responded to an RA conflict and I observed the aircraft climbing to 5;300 ft then back down to 4;800 ft. Right afterward; the aircraft responded to another RA and continued to climb back up to 5;300 ft again. All aircraft were descending to 6;000 ft on the arrival so there was no reason why the TCAS should tell the aircraft to climb because it just escalates the situation. TCAS played the most important part in the situation. TCAS however did not provide the best outcome for the situation; but this could have been an isolated incident. After the heavy jet cleared the traffic; I did climb the aircraft direct to blues and switched the aircraft to appropriate sector. During simultaneous approaches at dulles; climb an aircraft to 4;000 ft if assigned a 270 heading off runway 30. When departure gets busy; there may be a time when merging traffic calls may not be made due to your attention being diverted somewhere else. In this incident; I had numerous aircraft on frequency with requests. Now you would have at least 2;000 ft of vertical separation to ensure that a TCAS event would not happen. I understand the tower is protecting for a missed approach; but it ties our hands as a departure controller.

Original NASA ASRS Text

Title: PCT Controller described a multiple TCAS RA event involving a departure aircraft assigned 270 heading; the reporter suggesting a lower initial altitude be assigned these aircraft during simultaneous arrival operations.

Narrative: I was working the Asper/Tilly position combined during the arrival push at Dulles. I had numerous aircraft on two different frequencies and created a complex frequency congestion on the position. I had an aircraft depart Dulles on a 270 degree heading. The heavy jet was a southbound departure where the Departure Controller would vector this particular aircraft over the Blues intersection at 12;000 FT. The heavy jet departed Dulles; and I issued an initial instruction for the airplane to climb to 5;000 FT. The Manne Controller was using the radial feed at Dulles in which airplanes descend to 6;000 FT on the two arrivals (Royil/Shnon). I observed the heavy aircraft climbing through 5;100 FT and I an instructed the pilot to maintain 5;000 FT at all times. I did have the opportunity to review the tapes and it clearly states my instruction for the aircraft to climb to 5;000 FT only. The pilot read back 5;000 FT so I expected the aircraft to maintain the assigned altitude. The pilot responded to an RA Conflict and I observed the aircraft climbing to 5;300 FT then back down to 4;800 FT. Right afterward; the aircraft responded to another RA and continued to climb back up to 5;300 FT again. All aircraft were descending to 6;000 FT on the arrival so there was no reason why the TCAS should tell the aircraft to climb because it just escalates the situation. TCAS played the most important part in the situation. TCAS however did not provide the best outcome for the situation; but this could have been an isolated incident. After the heavy jet cleared the traffic; I did climb the aircraft direct to BLUES and switched the aircraft to appropriate sector. During simultaneous approaches at Dulles; climb an aircraft to 4;000 FT if assigned a 270 heading off Runway 30. When departure gets busy; there may be a time when merging traffic calls may not be made due to your attention being diverted somewhere else. In this incident; I had numerous aircraft on frequency with requests. Now you would have at least 2;000 FT of vertical separation to ensure that a TCAS event would not happen. I understand the Tower is protecting for a missed approach; but it ties our hands as a Departure Controller.

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.

Attributes
ACN	997122
Time
Date	201203
Local Time Of Day	1201-1800
Place
Locale Reference	PCT.TRACON
State Reference	VA
Aircraft 1
Make Model Name	B767-200
Operating Under FAR Part	Part 121
Flight Phase	Initial Climb
Route In Use	Vectors
Flight Plan	IFR
Person 1
Function	Approach Departure
Qualification	Air Traffic Control Fully Certified
Person 2
Function	Pilot Not Flying First Officer
Qualification	Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 50 Flight Crew Total 11500 Flight Crew Type 4500
Events
Anomaly	ATC Issue All Types Conflict Airborne Conflict

Pct controller described a multiple TCAS RA event involving a departure aircraft assigned 270 heading; the reporter suggesting a lower initial altitude be assigned these aircraft during simultaneous arrival operations.