Narrative:

This is a frequent problem. [Aircraft company name] will depart VFR; usually up the localizer at kona; in bad weather; and immediately request an IFR clearance. This is exactly what aircraft X did today. I had four aircraft that were going to be inbound on the ILS; when aircraft X calls up and asks for an IFR pick-up. Aircraft X had departed VFR off kona; in bad weather; and immediately asked for an IFR pick-up upon departure. I believe aircraft X had called a couple times; before I heard his call; because we have poor radios off the ground from kona until about 050. I did warn aircraft X that I had aircraft inbound on the localizer at kona and to stay clear of the localizer; and to maintain VFR; until advised. Aircraft X continued to climb and head adjacent to the kona localizer. I had aircraft Y cleared for the ILS17 approach into kona. I told aircraft X on three different occasions to turn right to avoid aircraft Y; but aircraft X did not. Aircraft X was head on into aircraft Y; and I had to turn aircraft Y on a 250 heading to avoid a crash that was imminent. A catastrophic mid-air collision would have occurred; if I did not turn aircraft Y and canceled aircraft Y's approach. My phraseology might not have been perfect during this exchange because it was traumatic. I'm still shaken; and don't know exactly what I said to the aircraft; since all I wanted to do was stop an imminent crash; so I may need to re-submit another report; based on this situation; if I'm called into my supervisor's office. To watch a VFR aircraft blatantly disregard my control instructions and proceed head-on into incoming aircraft on the localizer was difficult to watch. This is a frequent problem. [Aircraft company name] will depart VFR; usually up the localizer at kona; in bad weather; and immediately request an IFR clearance. [Aircraft company name] needs to depart IFR in IFR weather versus fly head-on into aircraft on the ILS at kona. I know there have been meetings with [aircraft company name] about this in the past; but it never gets resolved; and we consistently need to file reports on this problem. I don't want to see a catastrophic event occur. There was almost a mid-air collision today. Our management needs to meet with [aircraft company name] and tell them to have their pilots depart IFR in bad weather. And; if they depart VFR - - stay clear of traffic inbound on the localizer. This situation is unacceptable. Why does our management allow [aircraft company name] to depart VFR; up the localizer; then immediately request an IFR clearance; in bad weather? This happens frequently. This must stop. Also; D5 should have been staffed. A controller should have been working D5 because I was too busy issuing traffic alerts to answer the incoming calls from kona. I also had other aircraft on frequency; while the traffic alerts were being issued. Our short staffing at the hcf is a constant problem.

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Original NASA ASRS Text

Title: HCF Controller reported problems with an air carrier departing VFR; flying outbound on the localizer with traffic inbound to the airport resulting in a NMAC.

Narrative: This is a frequent problem. [Aircraft Company name] will depart VFR; usually up the localizer at Kona; in bad weather; and immediately request an IFR clearance. This is exactly what Aircraft X did today. I had four aircraft that were going to be inbound on the ILS; when Aircraft X calls up and asks for an IFR pick-up. Aircraft X had departed VFR off Kona; in bad weather; and immediately asked for an IFR pick-up upon departure. I believe Aircraft X had called a couple times; before I heard his call; because we have poor radios off the ground from Kona until about 050. I did warn Aircraft X that I had aircraft inbound on the localizer at Kona and to stay clear of the localizer; and to maintain VFR; until advised. Aircraft X continued to climb and head adjacent to the Kona localizer. I had Aircraft Y cleared for the ILS17 approach into Kona. I told Aircraft X on three different occasions to turn right to avoid Aircraft Y; but Aircraft X DID NOT. Aircraft X was head on into Aircraft Y; and I had to turn Aircraft Y on a 250 heading to avoid a crash that was imminent. A catastrophic mid-air collision would have occurred; if I did not turn Aircraft Y and canceled Aircraft Y's approach. My phraseology might not have been perfect during this exchange because it was traumatic. I'm still shaken; and don't know exactly what I said to the aircraft; since all I wanted to do was stop an imminent crash; so I may need to re-submit another report; based on this situation; if I'm called into my Supervisor's office. To watch a VFR aircraft blatantly disregard my control instructions and proceed head-on into incoming aircraft on the localizer was difficult to watch. This is a frequent problem. [Aircraft Company name] will depart VFR; usually up the localizer at Kona; in bad weather; and immediately request an IFR clearance. [Aircraft Company name] needs to depart IFR in IFR weather versus fly head-on into aircraft on the ILS at Kona. I know there have been meetings with [Aircraft Company name] about this in the past; but it NEVER gets resolved; and we consistently need to file reports on this problem. I don't want to see a catastrophic event occur. There was almost a mid-air collision today. Our management needs to meet with [Aircraft Company name] and tell them to have their pilots DEPART IFR in BAD WEATHER. And; if they depart VFR - - STAY CLEAR OF TRAFFIC INBOUND ON THE LOCALIZER. This situation is unacceptable. Why does our management allow [Aircraft Company name] to depart VFR; up the localizer; then immediately request an IFR clearance; in BAD WEATHER? This happens frequently. This must stop. Also; D5 should have been staffed. A Controller should have been working D5 because I was too busy issuing traffic alerts to answer the incoming calls from Kona. I also had other aircraft on frequency; while the traffic alerts were being issued. Our short staffing at the HCF is a constant problem.

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.