Narrative:

I was working south radar combined with two other sections. This is a common operation and well within my ability. Traffic and complexity was a little elevated above normal due to several practice approaches combined with flight plans unfiled or filed incorrectly by pilots. A PA28 appeared to be on a cross-country or under IFR training for two reasons: the flight plan indicated a single instrument approach requested at consecutive airports along the route of flight and the pilot was slow to comply with instructions. Both conditions are common in combination. Pilot compliance; although not necessarily timely; was not out of acceptable bounds. The PA28; having completed an ILS approach to runway 23; requested and received an IFR clearance to proceed direct to the VOR to begin the VOR-a to a satellite airport. This necessitated a right turn to a heading of about 279. The pilot acknowledged this instruction both times it was issued and was observed complying. Shortly after that; the pilot entered a shallow left turn which removed diverging course as the method of separation for the succeeding departure; a CRJ2; on runway heading of 235. When I saw this; I re-issued the original instruction with emphasis on now. The pilot complied swiftly that time but separation had been lost as the CRJ2 had already departed runway 23. I did not report this event to management mainly because no controller was at fault. I turn in any operation in which I have a question about my own or another controller's part. I don't turn in pilots because I prefer to serve and educate; not police their actions unless specifically egregious or willfully unsafe. The atmosphere; in my experience; has always been for ATC to accept blame immediately to keep ATC above any suspicion of cover-up. ATC was not to blame in this. In the event of a pilot error; the financial punishment can be severe and seemingly all out of proportion to the situation. Recommendation; I am not sure anything could be done to prevent this type of separation loss. Pilot non-compliance is a risk factor that must exist in order for flight training to occur. Since it must exist pilot error will happen. We can't beat down every pilot that makes an error or we will run out of pilots quickly.

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Original NASA ASRS Text

Title: TRACON Controller described a loss of separation event between an IFR training flight and an Air Carrier departure when the training flight was slow to respond to an ATC instruction.

Narrative: I was working South RADAR combined with two other sections. This is a common operation and well within my ability. Traffic and complexity was a little elevated above normal due to several practice approaches combined with flight plans unfiled or filed incorrectly by pilots. A PA28 appeared to be on a cross-country or under IFR Training for two reasons: The flight plan indicated a single instrument approach requested at consecutive airports along the route of flight and the pilot was slow to comply with instructions. Both conditions are common in combination. Pilot compliance; although not necessarily timely; was not out of acceptable bounds. The PA28; having completed an ILS approach to Runway 23; requested and received an IFR clearance to proceed direct to the VOR to begin the VOR-A to a satellite airport. This necessitated a right turn to a heading of about 279. The pilot acknowledged this instruction both times it was issued and was observed complying. Shortly after that; the pilot entered a shallow left turn which removed diverging course as the method of separation for the succeeding departure; a CRJ2; on runway heading of 235. When I saw this; I re-issued the original instruction with emphasis on NOW. The pilot complied swiftly that time but separation had been lost as the CRJ2 had already departed Runway 23. I did not report this event to management mainly because no controller was at fault. I turn in any operation in which I have a question about my own or another controller's part. I don't turn in pilots because I prefer to serve and educate; not police their actions unless specifically egregious or willfully unsafe. The atmosphere; in my experience; has always been for ATC to accept blame immediately to keep ATC above any suspicion of cover-up. ATC was not to blame in this. In the event of a pilot error; the financial punishment can be severe and seemingly all out of proportion to the situation. Recommendation; I am not sure anything could be done to prevent this type of separation loss. Pilot non-compliance is a risk factor that must exist in order for flight training to occur. Since it must exist pilot error will happen. We can't beat down every pilot that makes an error or we will run out of pilots quickly.

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.