Sct ctrl experienced conflict with departure(s) from LAX and SMO because of SOP and communication failure(s) between Sct departure controllers.
Synopsis
Sct ctrl experienced conflict with departure(s) from LAX and SMO because of SOP and communication failure(s) between Sct departure controllers.
Narrative
Rewritten in plain English from NASA’s original all-caps telegraphic report — facts, figures, and terminology preserved.
Departed LAX runway 24L on a Loop 4 SID; climbed heading 250 degrees to 5000 feet by tower. I, working the DR1 position; climbed the aircraft to 15000 feet on initial contact.
At approximately the same time, a CPR-type jet, call sign aircraft Y, departed SMO runway 3 with a right turn heading 250 degrees and was worked initially by the DR2 controller. I accepted the handoff on aircraft Y in the vicinity of SMO. Aircraft Y, a Citation jet, was cleared via SLI VOR. The Loop 4 SID is a radar vector departure procedure that requires the DR1 controller to turn the aircraft left to the LAX VOR. I turned aircraft X about 7 miles west of LAX climbing out of 4500 feet. The SOP specifies that the DR2 controller is to vector the aircraft Y aircraft toward MERMA intersection climbing to 6000 feet.
Just as I turned aircraft X to his left; I observed aircraft Y at his 2 o'clock position in a left approach 6000 feet. The DR2 controller asked if I wanted him (aircraft Y) turned 'toward the dots' (heading about 150 degrees from here) and I replied that 'aircraft X is looping now' or words to that effect. DR2 then turned aircraft Y back toward the west. I issued traffic to aircraft X at 2 o'clock position, 1 mile westbound at 6000 feet. He said that he had him on TCASII. I believe that if radar separation was lost, it was lost as aircraft X left 5000 feet. However, I conferred with the DR2 controller and he assured me the aircraft were on diverging courses.
It should be noted that I signed onto the DR1 position on the hour and had asked for a handoff person immediately prior to that. I was anticipating a very busy session. It was. This incident occurred about 12 minutes past the hour and before I had a handoff.
Show the original NASA report (verbatim, telegraphic)
DEPARTED LAX RWY 24L ON A LOOP 4 SID; CLBED HDG 250 DEGS TO 5000 FT BY TWR. I; WORKING THE DR1 POS; CLBED THE ACFT TO 15000 FT ON INITIAL CONTACT. AT APPROX THE SAME TIME; A CPR-TYPE JET; CALL SIGN ACFT Y; DEPARTED SMO RWY 3 WITH A R TURN HDG 250 DEGS AND WAS WORKED INITIALLY BY THE DR2 CTLR. I ACCEPTED THE HDOF ON ACFT Y IN THE VICINITY OF SMO. ACFT Y; A CITATION JET; WAS CLRED VIA SLI VOR. THE LOOP 4 SID IS A RADAR VECTOR DEP PROC THAT REQUIRES THE DR1 CTLR TO TURN THE ACFT L TO THE LAX VOR. I TURNED ACR X ABOUT 7 MI W OF LAX CLBING OUT OF 4500 FT. THE SOP SPECIFIES THAT THE DR2 CTLR IS TO VECTOR THE ACFT Y ACFT TOWARD MERMA INTXN CLBING TO 6000 FT. JUST AS I TURNED ACR X TO HIS L; I OBSERVED ACFT Y AT HIS 2 O'CLOCK POS IN A L TURN APCHING 6000 FT. THE DR2 CTLR ASKED IF I WANTED HIM (ACFT Y) TURNED 'TOWARD THE DOTS' (HDG ABOUT 150 DEGS FROM HERE) AND I REPLIED THAT 'ACR X IS LOOPING NOW' OR WORDS TO THAT EFFECT. DR2 THEN TURNED ACFT Y BACK TOWARD THE W. I ISSUED TFC TO ACR X AT 2 O'CLOCK POS; 1 MI WBOUND AT 6000 FT. HE SAID THAT HE HAD HIM ON TCASII. I BELIEVE THAT IF RADAR SEPARATION WAS LOST; IT WAS LOST AS ACR X LEFT 5000 FT. HOWEVER; I CONFERRED WITH THE DR2 CTLR AND HE ASSURED ME THE ACFT WERE ON DIVERGING COURSES. IT SHOULD BE NOTED THAT I SIGNED ONTO THE DR1 POS ON THE HR AND HAD ASKED FOR A HDOF PERSON IMMEDIATELY PRIOR TO THAT. I WAS ANTICIPATING A VERY BUSY SESSION. IT WAS. THIS INCIDENT OCCURRED ABOUT 12 MINS PAST THE HR AND BEFORE I HAD A HDOF.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.