Narrative:

A C172 was an overflight at 040 about ten miles north of the airport on about a heading of 240. A crj departed the airport on a heading of 330; climbing to 040. When I saw the departure I knew I had a conflict; but felt it could be resolved quickly and easily. I told the (ran) radar hand off position to point out the C182 to the tower so no other conflicting headings would be issued for any other departures. The crj checked on with me out of about 025 heading 330. I issued the radar contact call then a heading of 090 and climb and maintain 100. The crj pilot came back and asked me to verify the altitude. He did not take the turn. I said to the crj turn right heading 090 climb and maintain 100 no delay through 050 traffic 1 o'clock 7 miles southwest bound C182. Again the pilot did not turn; but continued on the heading of 330 and said we were given 040 as an altitude; what altitude do you want us to have. At this point loss of separation was inevitable. By now the crj was 5 miles from the C182 climbing through about 038 on a conflicting course. Again I issued the traffic call with an immediate turn right heading 090 climb an maintain 100. Then said break C172 turn right heading 320 traffic 10 o'clock 4 miles an rj climbing through 043. When I un-keyed; the crj was talking and asking me once again to verify the altitude and now ask about the heading. I don't think the C182 got the transmission because he never turned. By now the crj was passing in front of the C182 by about a half a mile and at 047 and climbing still on a heading of 330. All total I issued the heading of 090 and the climb to 100 four times and the traffic call twice and the pilot didn't turn until he was over the C182 about 8 miles northwest of the airport out of 047. Once the pilot was clear of the C182; I issued a turn to ctf and maintain 100. The pilot questioned that as well. I repeated the instruction with a frequency change; and he questioned it again. So I repeated it once again. Recommendation; in my opinion if the pilot would have taken the instruction the first time or even the second time separation would have been fine. I am not sure why the pilot had trouble with the instruction. When it was over my hand off and I discussed it and could not understand why it happened. Why the pilot could not understand the instruction. A point out to the tower sooner on the C182 at 040 might have helped.

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Original NASA ASRS Text

Title: TRACON Controller described a loss of separation event when repeated instructions to an Air Carrier departure were not followed.

Narrative: A C172 was an overflight at 040 about ten miles north of the airport on about a heading of 240. A CRJ departed the airport on a heading of 330; climbing to 040. When I saw the departure I knew I had a conflict; but felt it could be resolved quickly and easily. I told the (RAN) RADAR hand off position to point out the C182 to the Tower so no other conflicting headings would be issued for any other departures. The CRJ checked on with me out of about 025 heading 330. I issued the RADAR contact call then a heading of 090 and climb and maintain 100. The CRJ pilot came back and asked me to verify the altitude. He did not take the turn. I said to the CRJ turn right heading 090 climb and maintain 100 no delay through 050 traffic 1 o'clock 7 miles southwest bound C182. Again the pilot did not turn; but continued on the heading of 330 and said we were given 040 as an altitude; what altitude do you want us to have. At this point loss of separation was inevitable. By now the CRJ was 5 miles from the C182 climbing through about 038 on a conflicting course. Again I issued the traffic call with an IMMEDIATE TURN RIGHT HEADING 090 CLIMB AN MAINTAIN 100. Then said BREAK C172 turn right heading 320 traffic 10 o'clock 4 miles an RJ climbing through 043. When I un-keyed; the CRJ was talking and asking me once again to verify the altitude and now ask about the heading. I don't think the C182 got the transmission because he never turned. By now the CRJ was passing in front of the C182 by about a half a mile and at 047 and climbing still on a heading of 330. All total I issued the heading of 090 and the climb to 100 four times and the traffic call twice and the pilot didn't turn until he was over the C182 about 8 miles northwest of the airport out of 047. Once the pilot was clear of the C182; I issued a turn to CTF and maintain 100. The pilot questioned that as well. I repeated the instruction with a frequency change; and he questioned it again. So I repeated it once again. Recommendation; in my opinion if the pilot would have taken the instruction the first time or even the second time separation would have been fine. I am not sure why the pilot had trouble with the instruction. When it was over my hand off and I discussed it and could not understand why it happened. Why the pilot could not understand the instruction. A point out to the Tower sooner on the C182 at 040 might have helped.

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.