Narrative:

As I was taking the east position I was told aircraft X and aircraft Y were released opposite direction off runway 16 at psm as a non-standard flight of two; each on discrete beacon codes. We coordinated for a left turn direct ene (approximately at 060 heading). Aircraft Z was on the downwind for a practice approach to runway 34 working with the psm ground control approach (gca). The tower called to get an additional departure out opposite direction ahead of aircraft X and Y. As that departure came out the gca put aircraft Z on a base to a 10 mile final; then turned them on to the localizer inbound. Aircraft X flight checked in 1 mile south of psm. I kept him climbing and asked to verify he was in a left turn and called traffic for aircraft Z on a 7 mile final. Aircraft X made his turn to the northeast about 2.5 nm south of psm at which time I observed aircraft Y departing. I observed aircraft Y out of 2500 feet and then turning northeastbound. Aircraft Z was about 2 miles away at 2;000 feet at which point the approach was broken off and he was turned to the northwest. Closest proximity was about 2.0 nm and 600ft. It was obvious to me that aircraft Z would need to be broken off the approach as soon as he was turned inbound and I kept expecting the gca to turn him away but they didn't until it was too late. We are required by letter of agreement to give the psm gca all opposite direction aircraft when they are open for service. They do not have the same cut-off opposite direction rules we do; I don't know what rules they use. I should not have trusted them to take more positive action when it was clear the situation wasn't going to work. There wasn't much I could do with the aircraft I was working due to it being a flight of two with the first aircraft clear of conflict and the second one being the trouble point. I could have been more immediate about the need for the second aircraft to turn but they were marsa in IFR conditions and I was unsure about how well that would work without putting the second aircraft in a compromising situation with the lead aircraft.

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Original NASA ASRS Text

Title: A A90 TRACON Controller reported a hand off issue with the adjacent facility resulting in a conflict.

Narrative: As I was taking the East Position I was told Aircraft X and Aircraft Y were released opposite direction off Runway 16 at PSM as a non-standard flight of two; each on discrete beacon codes. We coordinated for a left turn direct ENE (approximately at 060 heading). Aircraft Z was on the downwind for a practice approach to Runway 34 working with the PSM Ground Control Approach (GCA). The tower called to get an additional departure out opposite direction ahead of Aircraft X and Y. As that departure came out the GCA put Aircraft Z on a base to a 10 mile final; then turned them on to the localizer inbound. Aircraft X flight checked in 1 mile south of PSM. I kept him climbing and asked to verify he was in a left turn and called traffic for Aircraft Z on a 7 mile final. Aircraft X made his turn to the northeast about 2.5 nm south of PSM at which time I observed Aircraft Y departing. I observed Aircraft Y out of 2500 feet and then turning northeastbound. Aircraft Z was about 2 miles away at 2;000 feet at which point the approach was broken off and he was turned to the northwest. Closest proximity was about 2.0 nm and 600ft. It was obvious to me that Aircraft Z would need to be broken off the approach as soon as he was turned inbound and I kept expecting the GCA to turn him away but they didn't until it was too late. We are required by Letter of Agreement to give the PSM GCA all opposite direction aircraft when they are open for service. They do not have the same cut-off opposite direction rules we do; I don't know what rules they use. I should not have trusted them to take more positive action when it was clear the situation wasn't going to work. There wasn't much I could do with the aircraft I was working due to it being a flight of two with the first aircraft clear of conflict and the second one being the trouble point. I could have been more immediate about the need for the second aircraft to turn but they were MARSA in IFR conditions and I was unsure about how well that would work without putting the second aircraft in a compromising situation with the lead aircraft.

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.