D10 CTLR EXPERIENCED OPERROR AT APPROX 3000 FT WHEN DAL DEP ACFT CONFLICTED WITH DFW ARR BECAUSE OF WIDE DEP TURN.

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I WAS WORKING DALLAS E (DE -- FEEDER POS FOR DFW PROPS AND ALL INBOUNDS TO THE E SATELLITE ARPTS FROM THE E) COMBINED WITH AR 6 (AR6 -- DFW RWY 31R FINAL) WITH ALL AREA ARPTS IN A N FLOW. THE DALLAS S CTLR ADVISED HE WAS RELEASING A SBOUND PROP DEP OFF DAL BEHIND AN MD80 THAT WAS ON THE RWY 31R FINAL TO DFW. AT THE TIME THERE WAS A 21 NM GAP BTWN ACR X AND THE EVENT ACFT. ACR Y WAS KEPT HIGH ON THE FINAL; STEPPING DOWN SLIGHTLY ABOVE THE GS TO RWY 31R DUE TO OPPOSITE DIRECTION B737 TFC DSNDING FOR DAL. IT TOOK DAL TWR NEARLY 3 MINS TO GET ACR Z AIRBORNE; WHO THEN MADE A FAIRLY WIDE TURN TO THE ASSIGNED SBOUND HDG. MEANWHILE; ACR Y HAD CLRED THE OPPOSITE DIRECTION TFC AND WAS CLRED FOR THE VISUAL APCH FROM 4000 FT AT POINT STILL SLIGHTLY ABOVE THE GS ABOUT 10 NM FROM DFW RWY 31R. ACR Y DSNDED TO AND CAPTURED THE GS WHICH PUT ACR Y XING VANDE AT 3000 FT AND FIVIS AT 2400 FT. ACR Z WAS ABOUT 1/2 WAY BTWN FIVIS AND VANDE AT 2000 FT DUE TO THE WIDE TURN WHEN VERT SEPARATION WAS LOST. ASSIGNING ACR Y XING ALT AT FIVIS OF 3000 FT (600 FT ABOVE THE GS) MAY OR MAY NOT HAVE WORKED IN THIS SITUATION DUE TO B757 WAKE TURB CONCERNS. UPON FURTHER REVIEW OF THE PROCS; ORDERS; AND AIRSPACE; THE PROCS OR LACK THEREOF; ARE FLAWED MAKING PROTECTION FOR SBOUND DEPS OFF DAL NEARLY IMPOSSIBLE. SOME EXAMPLES ARE: 1) DAL TWR HAS NO WRITTEN GUIDANCE ON WHEN SBOUND PROP DEPS MUST BE ESTABLISHED ON THE APPROPRIATE HDG TO PROTECT THE DFW RWY 31R FINAL. 2) PLTS DEPARTING DAL HAVE NO GUIDANCE ON WHEN THEY NEED TO BE ESTABLISHED ON THE SBOUND HDG TO PROTECT THE DFW RWY 31R FINAL. 3) DALLAS S DOES NOT OWN THE AIRSPACE THAT THEY ARE RELEASING ACFT INTO; NOR DO THEY HAVE PREARRANGED COORD TO DO SO. 4) DALLAS S DOES NOT HAVE ANY WRITTEN REQUIREMENT TO ADVISE AR6 THAT A DAL RELEASE HAS BEEN GIVEN; IT IS GENERALLY DONE; BUT AS A COURTESY -- NOT A REQUIREMENT.