Narrative:

I was working the cessna 206; he was going to complete an approach at ZZZ airport and halfway through decided to cancel the approach and proceed on to [another airport]. Sport control called and told me that a C-135 was departing and was on a heading 330 climbing to FL200. The C-135 departed off of ZZZ1 and I told him the altimeter and to identify; he was also on a local code which means that the aircraft intended to remain in the MOA. I noticed however that he had two IFR flight plans in my bay so I assumed the C-135 was departing the complex IFR. I told the C-135 that he had one flight plan over [one intersection] and one flight plan over [another intersection]; and asked which flight plan he would like. The C-135 responded that he was going over [the first listed intersection]. I issued him to cross [that intersection] at FL200 and his new squawk. He asked if he didn't need to stay on the 330 heading to which I replied affirmative as long as you can cross [the intersection] at FL200; heading your discretion. When the data block came up it was owned by a sport control. I called sport and asked if they could flash the C-135 to me so I can flash it on. The data block went into a hand off status but I couldn't accept the data block. I called back sport and said that I couldn't accept the tag and I would try to drop my tag and he said he would drop his tag. Then we both realized that neither one of us could drop the tag. (And even now three hours later the data tag is still randomly flashing around all the scopes in the room.) after I hung up the line with sport I called sector xx with a manual hand off. While I was waiting for them to answer I heard the 206 come over the speaker and say he was having engine problems and needs to turn around and land ZZZ which is five north of his position. I came off the land line and ask the 206 if he needs further assistance; he replied that he did not. I called ZZZ tower to tell him about the inbound and his emergency. I noticed while I was on the line with ZZZ that it appeared the C-135 was exiting the complex 15 miles west of [the planned intersection]; I scanned his immediate flight path for traffic and did not see anything close to him at all. I then told the C-135 to remain inside the complex. I hit the [the center] line and told xx that I had no idea where the C-135 was going and that he was issued [a certain intersection] but it appeared he was not turning towards [that intersection]. He told me that sector xy was already watching him and he then told me to standby. I then tell the 206 to contact ZZZ tower. Someone on the [center] line told me that I was hot on the line to which I replied; yes and I was talking to xx. I then called for xx again and he told me to go straight to sector xz with the C-135. I told the C-135 to contact sector xz and that he was supposed to be over [the planned intersection] at FL200. He replied sorry we are just now reaching FL200. I then replied yes but you are 20 miles west of [the intersection]. I then called ZZZ1 tower and asked if they issued the C-135 the IFR clearance. They replied yes. I asked; 'you issued [the intersection] ntd' and he replied; 'mmm hmm.' it is our procedure that the tower is not to issue IFR clearances and if the aircraft is to depart and exit right away the tower puts them on their IFR clearance squawk not a local one. Additionally when ZZZ1 tower called sport control for a release; sport control should have noticed that the aircraft was not on the correct code. In hindsight I didn't have to call ZZZ tower with the inbound and could have just switched the aircraft to the tower frequency right away this would have freed up some precious seconds to give sector xx and sector xy a little more warning. Also; when I told the C-135 to remain inside the complex I could have waited for a response or issued an immediate 180 degree turn.

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Original NASA ASRS Text

Title: TRACON Controller described in detail several events surrounding an aircraft emergency return and the services provided to a military aircraft.

Narrative: I was working the Cessna 206; he was going to complete an approach at ZZZ Airport and halfway through decided to cancel the approach and proceed on to [another airport]. Sport Control called and told me that a C-135 was departing and was on a heading 330 climbing to FL200. The C-135 departed off of ZZZ1 and I told him the altimeter and to IDENT; he was also on a local code which means that the aircraft intended to remain in the MOA. I noticed however that he had two IFR flight plans in my bay so I assumed the C-135 was departing the complex IFR. I told the C-135 that he had one flight plan over [one intersection] and one flight plan over [another intersection]; and asked which flight plan he would like. The C-135 responded that he was going over [the first listed intersection]. I issued him to cross [that intersection] at FL200 and his new squawk. He asked if he didn't need to stay on the 330 heading to which I replied affirmative as long as you can cross [the intersection] at FL200; heading your discretion. When the data block came up it was owned by a Sport Control. I called Sport and asked if they could flash the C-135 to me so I can flash it on. The data block went into a hand off status but I couldn't accept the data block. I called back Sport and said that I couldn't accept the tag and I would try to drop my tag and he said he would drop his tag. Then we both realized that neither one of us could drop the tag. (And even now three hours later the data tag is still randomly flashing around all the scopes in the room.) After I hung up the line with Sport I called Sector XX with a manual hand off. While I was waiting for them to answer I heard the 206 come over the speaker and say he was having engine problems and needs to turn around and land ZZZ which is five north of his position. I came off the land line and ask the 206 if he needs further assistance; he replied that he did not. I called ZZZ Tower to tell him about the inbound and his emergency. I noticed while I was on the line with ZZZ that it appeared the C-135 was exiting the complex 15 miles west of [the planned intersection]; I scanned his immediate flight path for traffic and did not see anything close to him at all. I then told the C-135 to remain inside the complex. I hit the [the Center] Line and told XX that I had no idea where the C-135 was going and that he was issued [a certain intersection] but it appeared he was not turning towards [that intersection]. He told me that Sector XY was already watching him and he then told me to standby. I then tell the 206 to contact ZZZ Tower. Someone on the [Center] line told me that I was hot on the line to which I replied; yes and I was talking to XX. I then called for XX again and he told me to go straight to Sector XZ with the C-135. I told the C-135 to contact Sector XZ and that he was supposed to be over [the planned intersection] at FL200. He replied sorry we are just now reaching FL200. I then replied yes but you are 20 miles west of [the intersection]. I then called ZZZ1 Tower and asked if they issued the C-135 the IFR clearance. They replied yes. I asked; 'You issued [the intersection] NTD' and he replied; 'Mmm hmm.' It is our procedure that the Tower is not to issue IFR clearances and if the aircraft is to depart and exit right away the Tower puts them on their IFR clearance squawk not a local one. Additionally when ZZZ1 Tower called Sport Control for a release; Sport Control should have noticed that the aircraft was not on the correct code. In hindsight I didn't have to call ZZZ Tower with the inbound and could have just switched the aircraft to the Tower frequency right away this would have freed up some precious seconds to give Sector XX and Sector XY a little more warning. Also; when I told the C-135 to remain inside the complex I could have waited for a response or issued an immediate 180 degree turn.

Data retrieved from NASA's ASRS site as of July 2013 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.