Narrative:

I was working west radar. En route sector 4 advised me aircraft X was carrying a critical passenger. I advised both H radar and V radar as well as input a scratch pad entry 'crit' into the data block of aircraft X. I looked at my asde-X repeater display and observed no IFR traffic moving on the airfield. I advised V radar of this and heard her call someone in hnl tower and apreq aircraft X critical; requesting direct to the airfield. This was approximately 10 minutes prior to aircraft X's arrival time at the airfield. When aircraft X was approximately 10 nm from hnl airport I noticed on my asde-X repeater that aircraft Y was moving onto runway 8R. I remarked to both H and V radar controllers that I thought it odd that an aircraft would be put in to position with aircraft X in the departure corridor. I then called local control 2 (the controller of runway 8R) and asked 'you do know about aircraft X direct to the field?' he replied in the affirmative. I then noted from my asde-X repeater that aircraft Y appeared to be on takeoff roll. I immediately advised the left radar departure controller that a heavy aircraft Y was departing opposite direction to aircraft X and that he would likely have to take immediate action. Aircraft Y did depart with aircraft X approximately 7nm from hnl airport and appeared to be exactly opposite direction; climbing and accelerating. I noted that aircraft X turned southwest while aircraft Y turned eastbound.it is my opinion that standard radar separation was not maintained between these aircraft and that it is likely that aircraft X was below the minimum vectoring altitude when it turned southwest. I do not know what control instructions were issued to either aircraft.I do not know if the V radar controller coordinated directly with the local control 2 position for approval to enter their airspace with aircraft X. I do know that it is a common practice for most terminal controllers to only coordinate with the local assist position for anything that may affect anything at the ATCT rather than communicate directly with local control 2 regarding their airspace (local assist is mostly focused on aiding local control 1) and that it is also common practice for en route controllers to only coordinate with the west position for anything that may affect anything at the TRACON rather than communicate directly with the controller of the airspace in question (west radar is mostly focused on aiding H radar). It seems that some focus should be made on ensuring controllers are communicating directly with the controller responsible for the airspace in question (or their direct assist position) rather than using the two assist positions as catch-all coordinators. This allows better decision-making based on situational awareness of the airspace they are monitoring.

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Original NASA ASRS Text

Title: ZHN Center Controller reported a conflict between opposite direction aircraft.

Narrative: I was working West radar. En route sector 4 advised me Aircraft X was carrying a critical passenger. I advised both H radar and V radar as well as input a scratch pad entry 'CRIT' into the data block of Aircraft X. I looked at my ASDE-X repeater display and observed no IFR traffic moving on the airfield. I advised V radar of this and heard her call someone in HNL tower and APREQ Aircraft X critical; requesting direct to the airfield. This was approximately 10 minutes prior to Aircraft X's arrival time at the airfield. When Aircraft X was approximately 10 nm from HNL airport I noticed on my ASDE-X repeater that Aircraft Y was moving onto Runway 8R. I remarked to both H and V radar controllers that I thought it odd that an aircraft would be put in to position with Aircraft X in the departure corridor. I then called Local Control 2 (the controller of Runway 8R) and asked 'You do know about Aircraft X direct to the field?' He replied in the affirmative. I then noted from my ASDE-X repeater that Aircraft Y appeared to be on takeoff roll. I immediately advised the L radar departure controller that a heavy Aircraft Y was departing opposite direction to Aircraft X and that he would likely have to take immediate action. Aircraft Y did depart with Aircraft X approximately 7nm from HNL airport and appeared to be exactly opposite direction; climbing and accelerating. I noted that Aircraft X turned southwest while Aircraft Y turned eastbound.It is my opinion that standard radar separation was not maintained between these aircraft and that it is likely that Aircraft X was below the Minimum Vectoring Altitude when it turned southwest. I do not know what control instructions were issued to either aircraft.I do not know if the V radar controller coordinated directly with the Local Control 2 position for approval to enter their airspace with Aircraft X. I do know that it is a common practice for most terminal controllers to only coordinate with the Local Assist position for anything that may affect anything at the ATCT rather than communicate directly with Local Control 2 regarding their airspace (Local Assist is mostly focused on aiding Local Control 1) and that it is also common practice for en route controllers to only coordinate with the W position for anything that may affect anything at the TRACON rather than communicate directly with the controller of the airspace in question (W radar is mostly focused on aiding H radar). It seems that some focus should be made on ensuring controllers are communicating directly with the controller responsible for the airspace in question (or their direct assist position) rather than using the two assist positions as catch-all coordinators. This allows better decision-making based on situational awareness of the airspace they are monitoring.

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.