Narrative:

Ind and eye are located 7 NM apart. Ind has class C airspace and eye has class east airspace. Ind operates on a runway 23L/right operation approximately 75-80% of the time due to prevailing winds from the southwest. Similarly, ege operates on a runway 21 operation. Ege runway 21 has a standard 'left-hand traffic' with a prescribed departure procedure of 'climb runway heading until 1200 ft before turning.' FAA order 7110.65N governs ege IFR departures. The order prohibits ATC assignment of a direction of takeoff/turn after takeoff. Thus, as a result of the ege runway 21 departure procedure, the l-hand traffic pattern, the inability to assign an initial heading to be flown immediately after takeoff and the proximity to the ind, aircraft departing ege runway 21 are placed in direct conflict with traffic at ind. Separation is lost within 5 mi of flight if traffic departs 'straight out' off of ege runway 21 (conflicts with ind runway 23L/right departures). This distance (5 NM) does not allow sufficient time for radio contact to be made, radar identify to be established, a turn to avoid the conflict to be issued and the pilot to acknowledge and execute the instruction. Separation is lost immediately if traffic departs and makes a left turnout (conflicts with ind runway 23L/right arrs). Interestingly enough, ege runway 21 is served by 2 instrument approach procedures. Both of these instrument approach procedures utilize right turns for their missed approach procedures. Why isn't the standard pattern for runway 21 departures r-hand traffic? In closing, ege needs to incorporate 'right-hand traffic' to runway 21 and establish class east surface area immediately. Those changes will allow ATC to assign direction of takeoff/turn or initial heading to be flown after takeoff. Until these changes are made, an unsafe operation exists and air traffic control is helpless to provide a safe, orderly and efficient operation at both airports simultaneously.

Related reports:

Google
 

Original NASA ASRS Text

Title: IND TRACON CTLR CONCERNED WITH POTENTIAL TFC CONFLICT WITH IFR DEPS OFF EYE, 7 MI N OF IND.

Narrative: IND AND EYE ARE LOCATED 7 NM APART. IND HAS CLASS C AIRSPACE AND EYE HAS CLASS E AIRSPACE. IND OPERATES ON A RWY 23L/R OP APPROX 75-80% OF THE TIME DUE TO PREVAILING WINDS FROM THE SW. SIMILARLY, EGE OPERATES ON A RWY 21 OP. EGE RWY 21 HAS A STANDARD 'L-HAND TFC' WITH A PRESCRIBED DEP PROC OF 'CLB RWY HDG UNTIL 1200 FT BEFORE TURNING.' FAA ORDER 7110.65N GOVERNS EGE IFR DEPS. THE ORDER PROHIBITS ATC ASSIGNMENT OF A DIRECTION OF TKOF/TURN AFTER TKOF. THUS, AS A RESULT OF THE EGE RWY 21 DEP PROC, THE L-HAND TFC PATTERN, THE INABILITY TO ASSIGN AN INITIAL HDG TO BE FLOWN IMMEDIATELY AFTER TKOF AND THE PROX TO THE IND, ACFT DEPARTING EGE RWY 21 ARE PLACED IN DIRECT CONFLICT WITH TFC AT IND. SEPARATION IS LOST WITHIN 5 MI OF FLT IF TFC DEPARTS 'STRAIGHT OUT' OFF OF EGE RWY 21 (CONFLICTS WITH IND RWY 23L/R DEPS). THIS DISTANCE (5 NM) DOES NOT ALLOW SUFFICIENT TIME FOR RADIO CONTACT TO BE MADE, RADAR IDENT TO BE ESTABLISHED, A TURN TO AVOID THE CONFLICT TO BE ISSUED AND THE PLT TO ACKNOWLEDGE AND EXECUTE THE INSTRUCTION. SEPARATION IS LOST IMMEDIATELY IF TFC DEPARTS AND MAKES A L TURNOUT (CONFLICTS WITH IND RWY 23L/R ARRS). INTERESTINGLY ENOUGH, EGE RWY 21 IS SERVED BY 2 INST APCH PROCS. BOTH OF THESE INST APCH PROCS UTILIZE R TURNS FOR THEIR MISSED APCH PROCS. WHY ISN'T THE STANDARD PATTERN FOR RWY 21 DEPS R-HAND TFC? IN CLOSING, EGE NEEDS TO INCORPORATE 'R-HAND TFC' TO RWY 21 AND ESTABLISH CLASS E SURFACE AREA IMMEDIATELY. THOSE CHANGES WILL ALLOW ATC TO ASSIGN DIRECTION OF TKOF/TURN OR INITIAL HDG TO BE FLOWN AFTER TKOF. UNTIL THESE CHANGES ARE MADE, AN UNSAFE OP EXISTS AND AIR TFC CTL IS HELPLESS TO PROVIDE A SAFE, ORDERLY AND EFFICIENT OP AT BOTH ARPTS SIMULTANEOUSLY.

Data retrieved from NASA's ASRS site as of July 2007 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.