Medium Large Transport
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 2.1
Communication Breakdown; Confusion; Distraction; Situational Awareness; Time Pressure; Troubleshooting
ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance
Human Factors; Procedure; Aircraft; Airspace Structure
I was Controller in Charge (CIC) and working approach and departure. Aircraft Y was on the GPS F approach into ASE. Aircraft X was launched when that traffic (Aircraft Y) was on a 10 mile final opposite direction. Aircraft X didn't start his takeoff roll until the arrival traffic was on a 7 mile final. Usually the West bound in front of situation always works with a GPS F approach because the departure and arrival have divergence right when the departure hits 9;100ft. Aircraft X took forever to roll and was an extremely slow climber because he was heavy. As the CIC; I told the local controller to have Aircraft X fly runway heading to give the two divergence right away. The Aircraft X pilot read it back but he did not comply with it. The local controller did the best he could to make the best out of an already bad situation.  The Aircraft X pilot did what he thought was right but it contradicted what the local controller was telling him to do. I'm not saying that the local controller didn't do anything wrong but he was trying to make it so the aircraft didn't come as close as they did. The pilot of Aircraft X probably also was used to having ODO operations with traffic on the LOC/DME E approach which in this case he would have passed to the east. The GPS F approach puts that aircraft head on with the departure until he turns at of 9;100 ft so he probably had no idea where that aircraft really was or he expected him to be someone else. My suggestions are to be aware of your aircraft types and also be aware of where that aircraft is going.
Aircraft Y was coming in on the VOR/DME C approach to runway 15; and I had Aircraft X holding short of runway 33 for departure assigned the LINDZ8 SID. I advised Aircraft Y of departing traffic that will be west bound in front of them; and prompted them to maintain slowest practical speed to a 5 mile final for Aircraft X. I then launched Aircraft X off runway 33 with the prompt of no delay on your departure roll for opposite direction traffic one two mile final runway 15. Aircraft X began takeoff roll with Aircraft Y on about a 10-11 mile final runway 15 as Aircraft X became airborne it was clear the situation was deteriorating rapidly; My CIC advised me to have Aircraft X to fly runway heading until reaching 091 for the left turn per the LINDZ8 SID. Aircraft X read back 'runway heading to ninety one hundred' however Aircraft X began the right turn to a 343 heading. At this point I am issuing traffic to both aircraft while utilizing visual separation. I instructed Aircraft X to begin their left turn per the LINDZ8 departure with a fresh traffic call. Aircraft X responded 'we are unable to do that' I then issued traffic to both aircraft and instructed Aircraft X to begin their left turn per the LINDZ8 departure again this time Aircraft X took the turn. And was climbing just above Aircraft Y and flew over top by about 1000 feet therefore resolving the traffic conflict. During this time I had both aircraft in sight and they were separated by visual separation however the situation was less than desirable.Observe the speeds on final more closely and do not anticipate that the aircraft on final will slow to a speed that you need them to. Be more vigilant to the departure aircraft and their destination to more accurately anticipate the rate of climb.
Two ASE Controllers and an air carrier flight crew report of an Opposite Direction Operation [ODO] where an aircraft is late to depart and does not take new heading to avoid inbound traffic.