Date: 201606
Local time of day: 1801-2400
Location: ASE.Tower, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D ASE
ATC / advisory: Tower ASE
Second aircraft: Learjet 60
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Developmental
Human factors: Situational Awareness
Second reporter function: Approach; Supervisor / CIC
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Airspace Structure; Procedure; Aircraft
Primary problem: Procedure

Narrative: Aircraft X was inbound on the LOC/DME Runway 15 Special Approach and was cleared to land on runway 15 on initial contact 15 miles from the airport. Opposite direction traffic was given to Aircraft X on a ten mile final. Aircraft Y was cleared for takeoff from Runway 33 on the LINDZ8 departure when Aircraft X was on around a 7-8 mile final. Aircraft Y was given a no delay in departure roll to ensure 5 mile cutoff point was correctly made per ASE SOP. Aircraft Y was departure roll prior to Aircraft X reaching 5 mile final. I gave a traffic call to Aircraft X of Aircraft Y who was rolling down runway and Aircraft X advised traffic insight.After Aircraft Y was airborne but still over runway (between A1 and RW15 numbers) I observed Aircraft Y was not in right hand turn per the departure. I told Aircraft Y 'Start your right turn per LINDZ8 departure' with a traffic call of where Aircraft X was. Aircraft Y called Aircraft X traffic in sight. Observing that Aircraft Y was still not turning I instructed him more sternly to fly heading 343 per the LINDZ8 dep. Aircraft Y copies again but still doesn't turn; heading head on towards Aircraft X. Aircraft X advises aircraft departing is not turning. I give Aircraft Y again a 343 heading but can see visually they have climbed above Aircraft X. Aircraft X lands with no other problems. Aircraft Y is told to resume LINDZ8 departure and continues as filed with no other problems.Aircraft X asks on ground if traffic with cleared on LINDZ8 and I tell him yes.The departure Aircraft Y was on the LINDZ8 departure; and that departures initial heading is 343 degrees but doesn't state a point or altitude where that aircraft must turn to that heading. Leaving departure aircraft having a wide variety of times when they execute the right hand turn to heading 343. In this case the aircraft was instructed multiple times to turn and didn't comply with instructions.


Second narrative: I was controller in charge combined with approach; sitting at approach control and not monitoring local. Local was combined with ground control; clearance delivery flight data. Local control conducted the wrap procedure; or ODO (Opposite Direction Operation). Local control did the procedure by the book but the Aircraft Y which was the departure did not make the turn away from oncoming traffic as prescribed by the SID. The Aircraft Y did make the prescribed turn; just later than the SID suggests the turn should be made. This put Aircraft Y and Aircraft X in close proximity. The local controller prompted Aircraft Y to turn three times. The local controller had both in sight the whole time; Aircraft X reported Aircraft Yin sight very early in the procedure. Aircraft Y responded in the affirmative to all instructions and prompts but did not turn hastily as he should have. Aircraft X expressed concern but did not advise of a TCAS/RA and landed safely. The Aircraft Y continued to departure control and then destination. I heard none of this but was told all of it a short time after; just before the Aircraft Y left my radar airspace. The local controller asked if we should issue brasher. Given what I was told by the local controller I didn't believe it was necessary because all turns were made and both had each other in sight. The only discrepancy was that the turn was made later than usual; which happens occasionally without incident or concern; given the nature of the SID.Then Aircraft X pilot called the tower while I was still on position and relatively preoccupied with traffic. I took down name and number; as recorded on the line. I tried to transfer the call to the FLM so it could be properly handled but he had gone home. I assured the pilot he would be called back when I wasn't busy.I simply forgot to pass the note I had left to the FLM/ATM; and the note was discarded. It was my intention to pass the information but I was preoccupied. I acknowledge I should have recorded an MOR (Mandatory Occurrence Report) for public inquiry and sought advice on whether or not to issue brasher- or just issued it.


Synopsis: A Tower Controller conducted an Opposite Direction Operation. The departing aircraft did not turn to the heading designated in the SID even after being prompted to by the Controller.