Controller reported an airborne conflict which resulted in a TCAS RA and a MVA violation. Pilot reported getting a different heading on departure which pilot thought might have resulted in the conflict with a VFR aircraft.
Synopsis
Controller reported an airborne conflict which resulted in a TCAS RA and a MVA violation. Pilot reported getting a different heading on departure which pilot thought might have resulted in the conflict with a VFR aircraft.
Narrative
IWA Tower asked for a release on Aircraft X and Aircraft Y. Aircraft X path was to the NW and Aircraft Y was going to the NE. I used a 220 DVA (Diverse Vectors Area) for Aircraft X and a 120 heading for Aircraft Y so I could expedite departures. Tower called and said that Aircraft X had a flow time and asked if Aircraft Y could go first; I said yes. When Aircraft X rolled there were VFRs south bound at 037; our LOA with IWA has departures climb to 040. Aircraft X was shipped a little later than normal. When I got Aircraft X on frequency I turned him 20 degrees left for the traffic (had I gotten Aircraft X on frequency a little earlier I would have climbed and had him expedite for the traffic but I felt like he was already leveling and that the turn was best.) I knew that the turn would put him close to a 043 MVA but I had intentions of climbing him above that once he turned to avoid traffic. Aircraft X gets a descend RA with the VFR and 037 and I say roger when able maintain 070. Aircraft X starts to climb and then has another descend RA with the VFR at 045 (Aircraft Z) who was on IWA's frequency. The turn and the two descend RAs had Aircraft X go a little into the 043 MVA. I could have had IWA climb Aircraft X to 5 or 6 thousand feet to help insure that the aircraft's climb rate would have been enough to top the VFRs.The VFR at 037 was in a spot that is a popular training route out of FFZ. They leave south at 037 and go inbound north at 032. Had there not also been a VFR at 032 I could have had the Tower stop Aircraft X at 030.
Second reporter narrative
Initial heading and altitude vectored us toward high traffic density area near Chandler Muni. Heading 220 degrees and climbing through 3;400 ft.; we alerted and responded to a DESCENDING TCAS RA. Notified Departure of conflict and we're instructed to climb to 7;000 ft. Immediately upon Clear of Conflict we received a TCAS TRAFFIC alert. Once clear of that conflict we were able to climb to assigned altitude.Cause- Last minute change to Departure Clearance resulting in departure to area of high traffic congestion.Initially; ATC assigned us a right turn to 120 degrees and an altitude of 4;000 ft. with FL360 expected in 3 minutes after departure. These instructions were given across Clearance Delivery frequency 30-40 min before the takeoff roll. Holding short 30L; when given the takeoff clearance; we were assigned a left turn 220. If ATC continued with the original instructions for a right turn to 220; we may have avoided needing to respond to the TCAS RA.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.