Large Transport; Low Wing; 2 Turbojet Eng
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 16
Confusion; Distraction; Time Pressure; Situational Awareness; Physiological - Other
ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Separated Traffic
Human Factors; Procedure
Tower called for a release on Aircraft X. I had already called the inbounds for Aircraft Y and Aircraft Z. Since both aircraft were inbound from the northeast; I told [Tower] to issue Aircraft X a 320 heading. [Tower] questioned the heading; and I re-stated 320 heading. The R9 controller at the time heard me issue these instructions to Tower. Aircraft X departed off the airport; and it appeared he was on a 020 heading; which was on a collision course with Aircraft Y; who was descending to 040. I immediately assessed the catastrophic event that was about to happen; and I stopped Aircraft X's altitude at 030 and issued him a 320 heading. I asked Aircraft X if he was issued a 320 heading; and he stated the tower issued him a 020 heading. After I resolved all conflicts; I called Tower; and I told him that Aircraft X was on a 020 heading when he came over. [Controller] stated that he issued Aircraft X a 320 heading; and that Aircraft X read back the 320 heading. I informed [the controller] that; based on his information; this was a pilot deviation. I had the pilot write down the supervisor's phone number; and I asked him to call since there was a possible pilot deviation.Tower is aware when we have aircraft inbound because they receive flight plans; and they have radar that shows where these aircraft are in relation to the departing aircraft. I think there needs to be a procedure established that they do not issue 020 headings when aircraft are inbound. I did not hear the tapes from Tower. I do not know if it is truly a pilot deviation; or if [the controller] did not issue the heading; as he claimed.Luckily; [the controller] had switched the aircraft to me immediately; so I could resolve the situation; but this was honestly a close call. I was very upset by the situation; and I think having me work another hour and a half after this incident was a little too traumatic for me. In total; I was on position for 2 hours from the time I sat down; had to resolve the near mid-air; and then get offered a break. Maybe in the future when a near mid-air happens; you can have the controller take a short break; just to get some air. I know I could have used some fresh air; just for 5 minutes or so. Other resolutions might be altitudes assigned inbound which are one thousand feet above those aircraft outbound; so at least we have altitude separation; if this happens again.This is an unsafe situation; and it could have been a catastrophic event.
HCF Controller reported of saving an operational error due to correcting the aircraft altitude. Controller released aircraft off on a 320 heading. Aircraft came off on a 020 heading and was a conflict for an arrival. Controller stopped the departing aircraft altitude and then corrected the heading.