Light Transport
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (mon) 10
Communication Breakdown; Distraction; Situational Awareness
ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Provided Assistance
Procedure
VFR Runway 28L/R; Wind 34008kt; Safe/Skills Check Certification in progress 3 aircraft inbound from the north southbound along the shoreline were vertically separated and high did not have one another insight checking on with restriction so I reached out to gain control for descent. Aircraft X was cleared for takeoff Monterey 9 departure.  Aircraft Y was issued a restriction at or above 3000 12 o'clock less than a mile 2400 entering the downwind.  Aircraft Y began a westbound turn my Controller In Charge (CIC) stated she saw the Aircraft Y turn the wrong way on the downwind as well as my FLM (Manager) conducting my safety check and they both stated they wanted to see if I could see my own traffic in the circumstances that I have done something wrong where a CPCIT has not; so I'm treated differently than a standard certification check ride. I was scanning my runway as I always do; as I clear an aircraft to land and take off and from the approach end to the departure end everything was all good so I proceeded to transfer communications with my IFR Aircraft X than my scan reached the departure end were I saw Aircraft Y flying westbound the wrong way on the downwind immediately with no hesitation I issued a right turn away from the traffic eastbound H080.  I issued a right turn turn right immediately traffic on the upwind northwest bound over the water leaving 1500 a [Small corporate jet sized aircraft] caution wake turbulence.  After that NorCal called and I responded I gave Aircraft Y a right turn heading 080 and he responded he gave a sharp right turn than I issued traffic again aircraft Y reported Aircraft X in sight and I have him properly maintain visual separation from that traffic.Tower team concept is a big one in any status.  I should have at the very least given a traffic pattern entry to Aircraft Y; I at the time thought I did but hind sight only gave traffic.  Positive control I could have given a heading or a three sixty for sequence; I could have had Aircraft Y cross overhead for left traffic.
We were operating on Runways 28L & 28R; a certification/safety check was in progress at the Local Control position; and I was stand alone CIC at the time.  Aircraft Y was VFR flying southbound along the shoreline and told to enter right traffic to follow another aircraft that was just ahead of them; also southbound along the shoreline.  Aircraft X was cleared for takeoff on the Monterey-9 departure. The local controller did not notice Aircraft Y widening out to the west before entering the downwind; looking out the window and referencing the radar display I could see Aircraft Y making a wide right turn to the west before entering the downwind. Meanwhile Aircraft X departed on the Monterey-9 departure; which has an initial heading of 329 degrees and climb to 7;000 feet.  Local Control switched the Aircraft X to NorCal and advised him of Aircraft Y traffic. Once Local noticed the departing Aircraft Y was headed directly for the projected flight path of Aircraft Y Local issued a tight turn of 080 degrees.  We noticed Aircraft X stop his departure climb and start descending as NorCal called over the shout line to coordinate about the two aircrafts.  During the entire event both myself and the evaluator had visual separation of Aircraft Y and Aircraft X.I think that management should promote a higher level of safety.
MRY Tower controller reports of a conflict between an IFR departure and a VFR arrival that leads to a loss of separation.