Boi controller described incident at 4000 ft when arrival entering downwind conflicted with IFR depa...

Attributes
ACN	704473
Time
Date	200607
Local Time Of Day	1201 To 1800
Place
Locale Reference	navaid : boi.vortac
State Reference	ID
Altitude	msl single value : 4000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : boi.tracon
Operator	general aviation : personal
Make Model Name	Bonanza 35
Operating Under FAR Part	Part 91
Flight Phase	climbout : initial
Route In Use	departure : on vectors
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tracon : boi.tracon
Operator	general aviation : corporate
Make Model Name	Falcon 50
Operating Under FAR Part	Part 91
Flight Phase	descent : approach
Route In Use	approach : traffic pattern arrival : vfr
Flight Plan	VFR
Person 1
Affiliation	government : faa
Function	controller : approach
Qualification	controller : radar
Experience	controller limited radar : 15 controller non radar : 15 controller radar : 18 controller time certified in position1 : 3
ASRS Report	704473
Person 2
Affiliation	other
Function	flight crew : single pilot
Events
Anomaly	conflict : airborne less severe non adherence : clearance non adherence : published procedure
Independent Detector	other controllera
Resolutory Action	controller : issued new clearance
Consequence	faa : investigated
Miss Distance	horizontal : 2500 vertical : 500
Supplementary
Problem Areas	Flight Crew Human Performance ATC Human Performance
Primary Problem	ATC Human Performance

Narrative:

Aircraft #1; BE35; departed on IFR plan. Aircraft #2; DA50; inbound for landing VFR. Aircraft #2 was issued left traffic for runway 28R by radar controller. Tower controller called and said 'I have the falcon in sight; appreq left turn on aircraft #1; whatever you can give him.' radar controller approved a heading of 210 degrees for aircraft #1. Communications were xferred to tower on aircraft #2 at 4900 ft MSL. Aircraft #1 departed and was idented but was not flying the coordination heading and was in conflict with aircraft #2. Radar controller coordination with local controller to stop aircraft #2 at 4500 ft. Aircraft #1 was issued 4000 ft and turned sebound to avoid aircraft #2. Aircraft #1 was in an MVA of 4200 ft when issued 4000 ft and leveled at 4000 ft for approximately 2 mi. Area is also a diverse vectoring area south of boise. Radar controller had no choice but to assign 4000 ft to effect altitude separation. Factors: 1) local controller should never switch an aircraft to departure control unless aircraft is doing exactly as cleared. 2) pilot did not fly heading as issued. 3) subsequent headings issued to pilot indicated that aircraft's directional gyro and compass were not aligned. Controller questioned pilot about the directional gyro and compass and pilot stated 'sorry.' 4) radar controller initially thought #1 was VFR. Altitude assignment was ok VFR. 5) no aircraft separation was lost but aircraft #1 was assigned 4000 ft in an MVA of 4200 ft. Radar controller thought this was better than 2 aircraft colliding.

Original NASA ASRS Text

Title: BOI CTLR DESCRIBED INCIDENT AT 4000 FT WHEN ARR ENTERING DOWNWIND CONFLICTED WITH IFR DEP BECAUSE OF INTRAFAC COORD FAILURE AND PLT NON COMPLIANCE WITH HDG.

Narrative: ACFT #1; BE35; DEPARTED ON IFR PLAN. ACFT #2; DA50; INBOUND FOR LNDG VFR. ACFT #2 WAS ISSUED L TFC FOR RWY 28R BY RADAR CTLR. TWR CTLR CALLED AND SAID 'I HAVE THE FALCON IN SIGHT; APPREQ L TURN ON ACFT #1; WHATEVER YOU CAN GIVE HIM.' RADAR CTLR APPROVED A HDG OF 210 DEGS FOR ACFT #1. COMS WERE XFERRED TO TWR ON ACFT #2 AT 4900 FT MSL. ACFT #1 DEPARTED AND WAS IDENTED BUT WAS NOT FLYING THE COORD HDG AND WAS IN CONFLICT WITH ACFT #2. RADAR CTLR COORD WITH LCL CTLR TO STOP ACFT #2 AT 4500 FT. ACFT #1 WAS ISSUED 4000 FT AND TURNED SEBOUND TO AVOID ACFT #2. ACFT #1 WAS IN AN MVA OF 4200 FT WHEN ISSUED 4000 FT AND LEVELED AT 4000 FT FOR APPROX 2 MI. AREA IS ALSO A DIVERSE VECTORING AREA S OF BOISE. RADAR CTLR HAD NO CHOICE BUT TO ASSIGN 4000 FT TO EFFECT ALT SEPARATION. FACTORS: 1) LCL CTLR SHOULD NEVER SWITCH AN ACFT TO DEP CTL UNLESS ACFT IS DOING EXACTLY AS CLRED. 2) PLT DID NOT FLY HDG AS ISSUED. 3) SUBSEQUENT HDGS ISSUED TO PLT INDICATED THAT ACFT'S DIRECTIONAL GYRO AND COMPASS WERE NOT ALIGNED. CTLR QUESTIONED PLT ABOUT THE DIRECTIONAL GYRO AND COMPASS AND PLT STATED 'SORRY.' 4) RADAR CTLR INITIALLY THOUGHT #1 WAS VFR. ALT ASSIGNMENT WAS OK VFR. 5) NO ACFT SEPARATION WAS LOST BUT ACFT #1 WAS ASSIGNED 4000 FT IN AN MVA OF 4200 FT. RADAR CTLR THOUGHT THIS WAS BETTER THAN 2 ACFT COLLIDING.

Data retrieved from NASA's ASRS site as of January 2009 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.

Boi controller described incident at 4000 ft when arrival entering downwind conflicted with IFR departure because of intrafac coordination failure and pilot non compliance with heading.