Light Transport; Low Wing; 2 Turbojet Eng
Air Traffic Control Developmental
Distraction; Communication Breakdown; Situational Awareness
ATC Issue All Types; Conflict Airborne Conflict
Flight Crew Took Evasive Action
Human Factors; Procedure
Aircraft Y departed ORL Runway 25 via a right-downwind departure and was then later instructed to turn right and fly a suggested heading of 090 and cross the runway 25 final approach course and proceed eastbound (Aircraft Y's requested direction of flight).  Aircraft Y was clear of all conflicting traffic and was issued instructions to remain outside of Bravo airspace and was given a frequency change at the Class Delta boundary.  Aircraft Y departed the Class Delta at 011 and maintained that altitude for a few miles after the frequency change.Central Florida TRACON (F11) vectored Aircraft X; from the Southeast and cleared the aircraft via a visual approach and frequency changed Aircraft X before issuing traffic for merging targets (reference Aircraft Y).  Aircraft X was descending on the visual approach to join a five mile final when I; the local controller; told Aircraft X to continue because I was sequencing other traffic and gathering pertinent flight data.  I do not recall the altitude when Aircraft X checked on frequency.  At some point several miles east of the Class Delta Airspace Aircraft Y began a VFR climb as Aircraft X descended toward the airport.The ORL/F11 Shout line was activated from F11 asking ORL to issue traffic reference the two aircraft because F11 had not issued traffic before frequency changing Aircraft X to ORL Tower frequency.  I was unable to issue a timely traffic advisory to Aircraft X before responding to a TCAS/RA (002 climb).  Closure rate between the two aircraft was; I believe; near 300 knots.  I asked Aircraft X for intentions and allowed the aircraft [to] continue the approach per the pilot's request.  Aircraft X landed without incident.  Aircraft Y continued VFR Eastbound without incident. Issue traffic between all known conflicts before frequency changing any aircraft.
Aircraft Y; squawking 1200 had departed  Runway 25 and had been given instructions to proceed through ORL Class D airspace; cross the final for  Runway 25; and turn on course for a flight to the Southeast.  Once clear of Class D airspace; the pilot was told frequency change approved.Aircraft X was inbound from the Southeast on a Visual Approach to Runway 25; and had checked on frequency approximately 10 miles out.  I noticed the 2 aircraft were on conflicting paths at similar altitudes.  I was waiting for the Local Controller to stop transmitting to another aircraft to tell him to issue traffic.  While waiting; a controller at Central Florida TRACON (F11) called on the 'shout' line; and I reflexively answered it.  He told me to issue traffic to Aircraft X.  I assumed this to mean he had not done so before shipping the aircraft to our frequency.  Before I had a chance to relay this to the Local Controller; Conflict Alert went off and the pilot of Aircraft X advised us he was responding to a TCAS RA. The radar targets of the 2 aircraft appeared to merge.Once clear of the traffic; Aircraft X was able to continue the Visual Approach and landed without incident.In hindsight; I wish I had resisted my reflex to answer the shout line when I needed to say something time critical to the Local Controller.  Even better; I should have interrupted him mid-transmission.  In the future; I will be more proactive in helping the Local Controller.
ORL Tower Controllers report of a NMAC involving a VFR departure clear of the Class Delta but in the Class Bravo and an IFR arrival inbound. TRACON did not issue traffic to the arrival; and called to alert the Tower. Tower was unable to call traffic before the inbound aircraft responded to a RA.