Narrative:

Weather was at minimums at ege and occasionally dropping below that. We were holding arrivals; averaging around 5 at rlg VOR at any one time. On a report from an aircraft about 15 mins prior; the lda approach; along with the FMS and ILS were at mins; and aircraft could probably make it into the airport. The first two or three aircraft to try the lda after that were successful. Upon check on; aircraft Y; was told to get the ATIS; and the situation with weather at ege. I relayed to him that most of the approaches were viable. When clearing at rlg to start the approach; I issued the localizer FMS 25; due to the fact that that is what the LOA says with us and ege tower; and that most if not all [aircraft Y's type] do that approach. Aircraft Y relayed they were unable to do that approach however; and requested the lda. Knowing that was now also a viable approach; I cleared them for approach at rlg (as a side note; the localizer/FMS 25 was notamed na up until recently; and there was known confusion among certain air carriers whether they could still conduct that approach). After shipping aircraft Y to tower; we were asked a few mins later for a release on aircraft X; to which we released via the LOA. When an aircraft is released from us to ege; we are releasing with the understanding that any aircraft on approach; and shipped to them; tower has the responsibility for separation; especially on a day where weather was at minimums; and occasionally dropping.just as aircraft X was released; ege calls us and tells us that aircraft Y is on the missed approach. At this point; there is literally nothing I can do but call traffic in IFR conditions; and give a maximum rate of climb. Separation was down to 2.47 and 700ft until vertical was achieved sometime later. In my opinion; this is entirely on ege tower. They should be aware of the situation evolving around the airport; and have the knowledge that other aircraft were going missed on the lda and taken that into consideration before launching an aircraft; with poor performance characteristics no less.this particular situation has happened before; and there are multiple steps that; in my opinion need to be taken in order to make this operation safer. The COTTONWOOD2 departure procedure and localizer/FMS runway 25 should be discontinued as a viable departure and approach procedure respectively. There have been numerous incidents of either aircraft flying the engine out procedure initially on departure; or on the missed approach; and getting dangerously close to arrivals being sequenced into ase south of ege. Also; the fact that these continually are being notamed out; then authorized; then notamed out again because of this brings a level of risk to the system; where the airlines may be out of the loop and not be aware of the condition of these procedures on any given day. This it seems led to aircraft Y saying they were unable to do the expected localizer FMS 25 approach; and instead doing the lda.if there is any singular threat that aircraft may go missed approach while arriving at ege; then departures should be suspended until conditions at the airport improve to above minimums. This will alleviate a lot of the guess work and bring an added level of safety without moving heaven and earth to do it.

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Original NASA ASRS Text

Title: ZDV Center Controller reported a loss of separation when an aircraft went missed approach at EGE as another aircraft was inbound.

Narrative: Weather was at minimums at EGE and occasionally dropping below that. We were holding arrivals; averaging around 5 at RLG VOR at any one time. On a report from an aircraft about 15 mins prior; the LDA approach; along with the FMS and ILS were at mins; and aircraft could probably make it into the airport. The first two or three aircraft to try the LDA after that were successful. Upon check on; Aircraft Y; was told to get the ATIS; and the situation with weather at EGE. I relayed to him that most of the approaches were viable. When clearing at RLG to start the approach; I issued the LOC FMS 25; due to the fact that that is what the LOA says with us and EGE TWR; and that most if not all [Aircraft Y's type] do that approach. Aircraft Y relayed they were unable to do that approach however; and requested the LDA. Knowing that was now also a viable approach; I cleared them for approach at RLG (as a side note; the LOC/FMS 25 was NOTAMED NA up until recently; and there was known confusion among certain air carriers whether they could still conduct that approach). After shipping Aircraft Y to Tower; we were asked a few mins later for a release on Aircraft X; to which we released via the LOA. When an aircraft is released from us to EGE; we are releasing with the understanding that any aircraft on approach; and shipped to them; Tower has the responsibility for separation; especially on a day where weather was at minimums; and occasionally dropping.Just as Aircraft X was released; EGE calls us and tells us that Aircraft Y is on the missed approach. At this point; there is literally nothing I can do but call traffic in IFR conditions; and give a maximum rate of climb. Separation was down to 2.47 and 700ft until vertical was achieved sometime later. In my opinion; this is entirely on EGE Tower. They should be aware of the situation evolving around the airport; and have the knowledge that other aircraft were going missed on the LDA and taken that into consideration before launching an aircraft; with poor performance characteristics no less.This particular situation has happened before; and there are multiple steps that; in my opinion need to be taken in order to make this operation safer. The COTTONWOOD2 Departure procedure and LOC/FMS RWY 25 should be discontinued as a viable departure and approach procedure respectively. There have been numerous incidents of either aircraft flying the engine out procedure initially on departure; or on the missed approach; and getting dangerously close to arrivals being sequenced into ASE south of EGE. Also; the fact that these continually are being NOTAMed out; then authorized; then NOTAMed out again because of this brings a level of risk to the system; where the airlines may be out of the loop and not be aware of the condition of these procedures on any given day. This it seems led to Aircraft Y saying they were unable to do the expected LOC FMS 25 approach; and instead doing the LDA.If there is any singular threat that aircraft may go missed approach while arriving at EGE; then departures should be suspended until conditions at the airport improve to above minimums. This will alleviate a lot of the guess work and bring an added level of safety without moving heaven and earth to do it.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.