Narrative:

A piper navajo asked for a full length runway with at wind at 170 and 17 KTS. I taxied the aircraft to runway 22 full length. Approximately; 20-30 seconds later air carrier Y requested runway 13. On course for the PA31 was a 129 heading. When the pilot told me this I asked if he could take 13 and he said he'd rather have 22. The air carrier was heading towards las and the aircraft departure paths would cross once airborne. I told the radar controller of the situation and they said 'ok' do whatever to make it work. The navajo called ready first and once the regional jet landed I cleared him for take of with an assigned runway heading to 3;000 ft. On the strip I wrote rh for runway heading and yc for your control. [I] then stated to the radar controller that the air carrier would be coming off runway 13 runway heading to 5;000. My thoughts were that the radar controller would give the navajo a heading that would provide separation until radar separation could be applied. Once through the intersection I cleared the air carrier for take-off runway heading. I then stated to the radar controller; sorry that it worked out like that; but the air carrier is on rh. I shipped the navajo to departure and upon contact the radar controller turned him on course to the 130 heading. I asked the radar controller what he was doing and he said I had written down yc on the strip so I could do that. I reiterated that I had the air carrier on rh at 130 heading. The radar controller then looked at me and said what do you want me to do about it? The air carrier was just getting airborne and I turned them left to a 110 heading and to contact departure. While doing this; the navajo was stopped and was turned right to a heading of 180 I believe. I asked the controller why he did that and he said it was because I had written yc on the strip. Because we were in a tracab configuration there were no tapes of this exchange just what was written down. He then said that he was busy and had not noticed my explanation of the conditions. He also said not to write yc if I did not want him to turn him. The air carrier was vectored 10 miles east on a 110 heading before being turned on course to climb over the aircraft when a simple left turn back over the airfield could have saved them fuel and time. At the time the radar controller had one other aircraft in their airspace and was not talking to them. Recommendation; we have a 180 degree departure pie which has been discussed; but nothing has happened. Jets off a primary runway get 5;000 ft; runway heading; and can be turned once radio communications have been transferred to the radar controller. Any aircraft off the secondary runway; and props off the primary runway; get 3;000 ft initially and a turn or runway heading from the local controller. The radar controller is not allowed to turn the 3;000 ft departures until reaching 3;000 ft or 3 miles from the airport. If the local controller puts yc (your control) on the strip the controller is able to turn them inside the pie and within the 3;000 ft 3 mile boundary. My recommendation is to do away with yc all together and give all aircraft 4;000 ft and 15 degrees on either side of the runway for a departure turn. Any more of a turn will need to be appreqed. Radar then can only turn an aircraft once outside the 3 miles or reaching 4;000 ft. There is no added burden put on controllers or pilots and safety is maintained.

Related reports:

Google
 

Original NASA ASRS Text

Title: PIA Controller described a separation conflict between two departures; noting the 'Your Control' notation on the strip introduced confusion and uncertainty with the RADAR Controller; suggesting procedural changes be implemented.

Narrative: A Piper Navajo asked for a full length runway with at wind at 170 and 17 KTS. I taxied the aircraft to Runway 22 full length. Approximately; 20-30 seconds later Air Carrier Y requested Runway 13. On course for the PA31 was a 129 heading. When the pilot told me this I asked if he could take 13 and he said he'd rather have 22. The Air Carrier was heading towards LAS and the aircraft departure paths would cross once airborne. I told the RADAR Controller of the situation and they said 'OK' do whatever to make it work. The Navajo called ready first and once the regional jet landed I cleared him for take of with an assigned runway heading to 3;000 FT. On the strip I wrote RH for runway heading and YC for your control. [I] then stated to the RADAR Controller that the Air Carrier would be coming off Runway 13 runway heading to 5;000. My thoughts were that the RADAR Controller would give the Navajo a heading that would provide separation until RADAR separation could be applied. Once through the intersection I cleared the Air Carrier for take-off runway heading. I then stated to the RADAR Controller; sorry that it worked out like that; but the Air Carrier is on RH. I shipped the Navajo to Departure and upon contact the RADAR Controller turned him on course to the 130 heading. I asked the RADAR Controller what he was doing and he said I had written down YC on the strip so I could do that. I reiterated that I had the Air Carrier on RH at 130 heading. The RADAR Controller then looked at me and said what do you want me to do about it? The Air Carrier was just getting airborne and I turned them left to a 110 heading and to contact Departure. While doing this; the Navajo was stopped and was turned right to a heading of 180 I believe. I asked the Controller why he did that and he said it was because I had written YC on the strip. Because we were in a TRACAB configuration there were no tapes of this exchange just what was written down. He then said that he was busy and had not noticed my explanation of the conditions. He also said not to write YC if I did not want him to turn him. The Air Carrier was vectored 10 miles east on a 110 heading before being turned on course to climb over the aircraft when a simple left turn back over the airfield could have saved them fuel and time. At the time the RADAR Controller had one other aircraft in their airspace and was not talking to them. Recommendation; we have a 180 degree departure pie which has been discussed; but nothing has happened. Jets off a primary runway get 5;000 FT; runway heading; and can be turned once radio communications have been transferred to the RADAR Controller. Any aircraft off the secondary runway; and props off the primary runway; get 3;000 FT initially and a turn or runway heading from the Local Controller. The RADAR Controller is not allowed to turn the 3;000 FT departures until reaching 3;000 FT or 3 miles from the airport. If the Local Controller puts YC (your control) on the strip the controller is able to turn them inside the pie and within the 3;000 FT 3 mile boundary. My recommendation is to do away with YC all together and give all aircraft 4;000 FT and 15 degrees on either side of the runway for a departure turn. Any more of a turn will need to be APPREQed. RADAR then can only turn an aircraft once outside the 3 miles or reaching 4;000 FT. There is no added burden put on controllers or pilots and safety is maintained.

Data retrieved from NASA's ASRS site as of April 2012 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.