Narrative:

I was conducting OJT on departure control. My trainee had released a C172 and that aircraft wanted vectors for an approach. Shortly after the C172 was airborne the supervisor told us to combine a satellite sector up with us at departure radar. During the briefing the satellite controller being relieved told us they had released a lear jet on a 180 heading. I told my trainee that when ind is on a runway 5 operation it would be much easier to take his C172 south initially and go over the top of ind. Not only would it be easier but what potentially would be our C172 going northeast bound; our LJ45 was coming right at us south bound all the while ind tower departing runway 5 east bound. This meant we had three airports all launching our aircraft into the same geographical area climbing to 3;000 ft or 5;000 ft. I told him it was the triangle of death and to take his C172 south. The trainee proceeded to 'justify' why he thought a northeast heading would be better. It would expedite the C172's request for the approach into eye; etc. I allowed the trainee to do it his way. The LJ45 came off on a 180 heading; and really 'dogged' the departure procedure turn. My trainee climbed his C172 to 4;000 ft and issued a turn left heading 340. This is when I keyed up and immediately told the C172 to fly heading 270 for traffic and told the LJ45 who had begun his slow turn to a 180 heading to continue the left turn heading 090 and stop their climb at 3;000 ft. I issued traffic but the weather was marginal VFR with pireps of overcast ceilings 1;700 to 2;400 ft. We just had two different controllers releasing aircraft right at each other 15 miles apart without any coordination. 99.9% of the time this isn't an issue but raises an interesting question what if both departures go NORDO and their releases cause a conflict with each other.

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Original NASA ASRS Text

Title: IND TRACON Controller reported that a trainee ignored their instructions; resulting in aircraft on conflicting headings.

Narrative: I was conducting OJT on Departure Control. My trainee had released a C172 and that aircraft wanted vectors for an approach. Shortly after the C172 was airborne the Supervisor told us to combine a satellite sector up with us at Departure Radar. During the briefing the Satellite Controller being relieved told us they had released a Lear Jet on a 180 heading. I told my trainee that when IND is on a Runway 5 operation it would be much easier to take his C172 south initially and go over the top of IND. Not only would it be easier but what potentially would be our C172 going northeast bound; our LJ45 was coming right at us south bound all the while IND Tower departing Runway 5 east bound. This meant we had three airports all launching our aircraft into the same geographical area climbing to 3;000 FT or 5;000 FT. I told him it was the triangle of death and to take his C172 south. The trainee proceeded to 'justify' why he thought a northeast heading would be better. It would expedite the C172's request for the approach into EYE; etc. I allowed the trainee to do it his way. The LJ45 came off on a 180 heading; and really 'dogged' the departure procedure turn. My trainee climbed his C172 to 4;000 FT and issued a turn left heading 340. This is when I keyed up and immediately told the C172 to fly heading 270 for traffic and told the LJ45 who had begun his slow turn to a 180 heading to continue the left turn heading 090 and stop their climb at 3;000 FT. I issued traffic but the weather was marginal VFR with PIREPs of overcast ceilings 1;700 to 2;400 FT. We just had two different controllers releasing aircraft right at each other 15 miles apart without any coordination. 99.9% of the time this isn't an issue but raises an interesting question what if both departures go NORDO and their releases cause a conflict with each other.

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.