DEPARTURE CTLR IN TRAINING CLIMBED AN LGT WITHOUT COORD WITH APCH CTLR. ACFT TOOK EVASIVE ACTION TO MISS.

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WE HAD JUST DEPARTED LAX ON THE GORMAN 7 SID. WE WERE BEING RADAR VECTORED BY LAX DEP CTL. WX WAS SCATTERED TO BROKEN CLOUDS WITH MULTIPLE LAYERS. THE CTLR CLRED US TO 9000'; HDG 360 DEGS. SHORTLY AFTER WE REACHED 9000'; THE CTLR CLRED US TO 13000'. PASSING 9700'; I CAUGHT SIGHT OF AN MLG Y AT MY 11:30; TRAVELING FROM MY LEFT TO MY RIGHT; LEVEL IN ALT WITH US; 2000' AWAY AND CLOSING. (I LATER FOUND OUT IT WAS INBOUND TO LAX ON THE FIM 4 PROFILE DSCNT.) I INITIATED AN IMMEDIATE LEFT TURN; 45 DEGS OF BANK; STOPPED MY CLB AND STARTED DSNDING. THE CTLR CAME ON AND TOLD US TO RETURN TO 9000'. MY F/O SAID; 'PLEASE CONFIRM FOR MLG Y.' THE CTLR TOLD US TO DSND TO 9000' 'IMMEDIATELY.' THE TURN I MADE CHANGED OUR HDG 40-50 DEGS. I ROLLED WINGS LEVEL AND WATCHED THE MLG Y TRAVEL ON AWAY FROM US. ALTHOUGH THIS WAS NOT A NEAR MISS; IT WAS A POTENTIAL NEAR MISS! MY TURN PREVENTED A POTENTIAL DISASTER. 'THE CTLR MESSED UP;' THE LAX APCH AREA MGR TOLD ME ON THE TELEPHONE HE TOLD ME THAT BOTH THE APCH AND DEP CTLRS WERE IN TRNING. HE SAID THAT THE DEP CTLR DIDN'T SEE THE INBOUND MLG Y. IT WAS OBVIOUS; BUT HE DIDN'T SAY IT; THAT THE APCH CTLR DIDN'T TALK WITH THE DEP CTLR. THE SUPVR SAID THAT HE WAS INSTITUTING CORRECTIVE ACTION WITH THEM. THE DEP CTLR SHOULD HAVE KEPT US AT 9000' UNTIL WE HAD PASSED THE 261 DEG R SMO VORTAC; THEN CLRED US TO CLB. HE SHOULD ALSO COORDINATE WITH THE APCH CTLR BEFORE ISSUING CLB CLRNC. HIS REACTION TO THE CONFLICT WAS WRONG. A STRAIGHT AHEAD DSCNT WOULD HAVE PUT US INTO A COLLISION WITH THE MLG Y! AN ORDER FOR US TO MAKE AN IMMEDIATE TURN AND A MAX CLB WOULD HAVE BEEN APPROPRIATE. I WOULD SUGGEST MORE TRNING IS NEEDED FOR BOTH CTLRS. THE QUESTION REMAINS: WHAT WOULD HAV HAPPENED IF WE HAD BEEN IN SOLID IMC AND NOT SEEN THE MLG Y? SUPPLEMENTAL INFO FROM ACN 86032: AT THE SAME TIME; OUR CAPT HAD SPOTTED AN ONCOMING ACFT AT OUR ALT AND TO THE LEFT OF US. HE MADE AN IMMEDIATE TURN TOWARDS THE OTHER ACFT REAR; TAKING US BEHIND THAT ACFT FLT PATH. SUPPLEMENTAL INFO FROM ACN 85651: WHILE EXECUTING THE PUBLISHED (FIM FIM 4) PROFILE DSCNT 24/25 TO LAX NEAR BAYST; WE SAW AN LGT X COMING TOWARDS US FROM THE RIGHT AND LOWER THAN WE WERE BUT CLBING. WE WERE LEVEL AT 10000' MSL AND THE LGT X APPEARED TO LEVEL OFF AT 9000' MSL. A VERY SHORT TIME LATER THE LGT X STARTED A CLB. FROM MY PERSPECTIVE THE LGT X WAS GOING TO STRIKE OUR ACFT ON THE RIGHT SIDE IF WE BOTH CONTINUED AS WE WERE GOING. I THEN TURNED THE AUTOPLT OFF AND COMMENCED A DSCNT AND TURN TO THE LEFT AWAY FROM THE ONCOMING LGT X. WE PASSED THROUGH THE LGT X ALT AT APPROX 9700'; 35 DEG BANK; 8 DEG NOSE DOWN. AT THE MOMENT WHEN WE WENT THROUGH THE LGT X ALT; WE SAW THAT ACFT ROLL LEFT AT A VERY STEEP BANK ANGLE AND PITCH UP HIGHER THAN NORMAL. OBVIOUSLY; THE OTHER CREW HAD SEEN US. THE LGT X PASSED BEHIND US AND HIGHER THAN WE WERE AS NOW WE WERE DOWN TO APPROX 9550' MSL. WE THEN CLBED BACK TO 10000' MSL AND GOT BACK OVER TO THE 261 DEG R OF SMO AND CONTINUED IN TO LAX. SHORTLY AFTER WE PITCHED DOWN AND TURNED LEFT; THE APCH CTLR STARTED TELLING US TO MAKE AN IMMEDIATE LEFT TURN. IF WE HAD WAITED FOR HIS COMMAND; WE WOULD NOT HAVE CLRED THE LGT X. THE MOVES MADE BY EITHER ACFT AVOIDED THE IMPACT. THE MOVES MADE BY BOTH AFFORDED US APPROX 1500-2000' HORIZ SEP; NO VERT SEP; AS WE PASSED THROUGH EACH OTHERS' ALT. IF THE CONDITIONS HAD BEEN IMC AT THE TIME; THERE WOULD HAVE BEEN A MIDAIR COLLISION. LAX APCH ADMITTED THIS NMAC WAS CAUSED BY CTLR ERROR. THE DEP CTLR CLRED THE LGT X FROM 9000 TO 11000'; THROUGH OUR ALT. 1) DO NOT CLR ACFT ON THE GORMAN 7 DEP (GMN7.GMN) TO ABOVE 9000' MSL UNTIL N OF THE SMO 261 DEG R. 2) MAKE ALL ACFR ON GMN7.GMN TRACK NBOUND W OF BAYST INTXN. NORMALLY AT BAYST A CLRNC TO DSND TO CROSS SMO VOR AT 7000' IS ISSUED BY APCH (FIM.FIM4) ARR. THIS ARR PROC GENERALLY USES THE AIRSPACE FROM 7000 TO 10000' ON THE 261 DEG R SMO FROM THE VOR TO 10 W OF THE VOR; SO IF ACFT DEPARTING COULD STAY W OF BAYST AT 9000' OR BELOW THIS MAY NOT HAPPEN AGAIN.