Regional Jet 700 ER/LR (CRJ700)
Air Traffic Control Developmental
Situational Awareness
ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued Advisory / Alert
Airspace Structure; Procedure; Aircraft
Aircraft X was inbound on the LOC/DME Runway 15 Special Approach and was cleared to land on runway 15 on initial contact 15 miles from the airport. Opposite direction traffic was given to Aircraft X on a ten mile final. Aircraft Y was cleared for takeoff from Runway 33 on the LINDZ8 departure when Aircraft X was on around a 7-8 mile final. Aircraft Y was given a no delay in departure roll to ensure 5 mile cutoff point was correctly made per ASE SOP. Aircraft Y was departure roll prior to Aircraft X reaching 5 mile final. I gave a traffic call to Aircraft X of Aircraft Y who was rolling down runway and Aircraft X advised traffic insight.After Aircraft Y was airborne but still over runway (between A1 and RW15 numbers) I observed Aircraft Y was not in right hand turn per the departure. I told Aircraft Y 'Start your right turn per LINDZ8 departure' with a traffic call of where Aircraft X was. Aircraft Y called Aircraft X traffic in sight. Observing that Aircraft Y was still not turning I instructed him more sternly to fly heading 343 per the LINDZ8 dep. Aircraft Y copies again but still doesn't turn; heading head on towards Aircraft X. Aircraft X advises aircraft departing is not turning. I give Aircraft Y again a 343 heading but can see visually they have climbed above Aircraft X. Aircraft X lands with no other problems. Aircraft Y is told to resume LINDZ8 departure and continues as filed with no other problems.Aircraft X asks on ground if traffic with cleared on LINDZ8 and I tell him yes.The departure Aircraft Y was on the LINDZ8 departure; and that departures initial heading is 343 degrees but doesn't state a point or altitude where that aircraft must turn to that heading. Leaving departure aircraft having a wide variety of times when they execute the right hand turn to heading 343. In this case the aircraft was instructed multiple times to turn and didn't comply with instructions.
I was controller in charge combined with approach; sitting at approach control and not monitoring local. Local was combined with ground control; clearance delivery flight data. Local control conducted the wrap procedure; or ODO (Opposite Direction Operation). Local control did the procedure by the book but the Aircraft Y which was the departure did not make the turn away from oncoming traffic as prescribed by the SID. The Aircraft Y did make the prescribed turn; just later than the SID suggests the turn should be made. This put Aircraft Y and Aircraft X in close proximity. The local controller prompted Aircraft Y to turn three times. The local controller had both in sight the whole time; Aircraft X reported Aircraft Yin sight very early in the procedure. Aircraft Y responded in the affirmative to all instructions and prompts but did not turn hastily as he should have. Aircraft X expressed concern but did not advise of a TCAS/RA and landed safely. The Aircraft Y continued to departure control and then destination. I heard none of this but was told all of it a short time after; just before the Aircraft Y left my radar airspace. The local controller asked if we should issue brasher. Given what I was told by the local controller I didn't believe it was necessary because all turns were made and both had each other in sight. The only discrepancy was that the turn was made later than usual; which happens occasionally without incident or concern; given the nature of the SID.Then Aircraft X pilot called the tower while I was still on position and relatively preoccupied with traffic. I took down name and number; as recorded on the line. I tried to transfer the call to the FLM so it could be properly handled but he had gone home. I assured the pilot he would be called back when I wasn't busy.I simply forgot to pass the note I had left to the FLM/ATM; and the note was discarded. It was my intention to pass the information but I was preoccupied. I acknowledge I should have recorded an MOR (Mandatory Occurrence Report) for public inquiry and sought advice on whether or not to issue brasher- or just issued it.
A Tower Controller conducted an Opposite Direction Operation. The departing aircraft did not turn to the heading designated in the SID even after being prompted to by the Controller.