Narrative:

Aircraft Y; was VFR and sequenced to ads runway 15 final and switched to ads tower. Aircraft X; was IFR to ads and was sequenced to follow aircraft Y. I saw aircraft Y continuing westbound across the final and issued aircraft X vectors across final for spacing behind aircraft Y. I then attempted to coordinate with ads tower via the landline but could not get an answer. I informed aircraft X of the delay due to the aircraft ahead not turning inbound. I again attempted to coordinate with ads via the landline and finally the flight data controller at ads answered saying that they were breaking out aircraft Y as it was a student who was not following instructions. I turned aircraft X to a heading of 130 who was level at 2;000 ft; towards the airport for the visual approach. At this time I observed aircraft Y in a northbound turn; into aircraft X traffic. I issued a traffic alert and an immediate climb to 2;500 ft; and I informed him that the traffic was at 1;800 turning into him. There was a brief transmission that was garbled and could have been a response. Aircraft X executed the climb and reported a TCAS/RA was observed as I was issuing the traffic alert. I then called addison tower and demanded that aircraft Y be returned to my frequency. Aircraft X was then cleared for a visual approach and landed.my recommendation is that prior to any breakout instructions being issued; ads tower (via local position) should coordinate with the approach controller in compliance with the LOA. Departure north is required to sequence inbound IFR and VFR traffic to addison. With the inability to control what the VFR traffic being broken out is doing; the approach controller cannot with any certainty define the sequence to the airport or provide safe control of inbound aircraft.

Related reports:

Google
 

Original NASA ASRS Text

Title: Arrival Controller has problem with inbound arrival and previously sequenced arrival when first aircraft is resequenced by Local Control; into the second arrival aircraft.

Narrative: Aircraft Y; was VFR and sequenced to ADS Runway 15 final and switched to ADS Tower. Aircraft X; was IFR to ADS and was sequenced to follow Aircraft Y. I saw Aircraft Y continuing westbound across the final and issued Aircraft X vectors across final for spacing behind Aircraft Y. I then attempted to coordinate with ADS Tower via the landline but could not get an answer. I informed Aircraft X of the delay due to the aircraft ahead not turning inbound. I again attempted to coordinate with ADS via the landline and finally the Flight Data Controller at ADS answered saying that they were breaking out Aircraft Y as it was a student who was not following instructions. I turned Aircraft X to a heading of 130 who was level at 2;000 FT; towards the airport for the visual approach. At this time I observed Aircraft Y in a northbound turn; into Aircraft X traffic. I issued a traffic alert and an immediate climb to 2;500 FT; and I informed him that the traffic was at 1;800 turning into him. There was a brief transmission that was garbled and could have been a response. Aircraft X executed the climb and reported a TCAS/RA was observed as I was issuing the traffic alert. I then called Addison Tower and demanded that Aircraft Y be returned to my frequency. Aircraft X was then cleared for a visual approach and landed.My recommendation is that prior to any breakout instructions being issued; ADS Tower (via Local position) should coordinate with the Approach Controller in compliance with the LOA. Departure North is required to sequence inbound IFR and VFR traffic to Addison. With the inability to control what the VFR traffic being broken out is doing; the Approach Controller cannot with any certainty define the sequence to the airport or provide safe control of inbound aircraft.

Data retrieved from NASA's ASRS site 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.