Narrative:

After resolving a tight opposite direction squeeze play; I breathed a sigh of relief and observed a VFR target approximately 5 miles northwest of the airport; indicating altitude 065. I heard a clicking or static in my ear like a pilot trying to transmit and made a call in the blind to see if an aircraft was on frequency inbound from the north or northwest. Meantime; I had cleared aircraft Y for takeoff and had approved a northbound turn; potentially putting them in conflict with the unidentified inbound. Realizing this; I instructed aircraft Y to fly runway heading and called the traffic. Finally; aircraft X checked in; claiming they were 8 miles out - but in reality 3 miles out; having entered D airspace without clearance (I believe the full call sign might be aircraft X; based at a nearby flight school to the north). I instructed her to enter a right downwind. I then observed the aircraft appeared to be heading right for the upwind traffic and firmly instructed the pilot to turn left and fly the downwind; also issuing a traffic advisory to her. Aircraft X appeared to be flying a very low; tight pattern as they turned downwind and I became curious if the pilot was familiar with the local airport or pattern (there was also virga in the vicinity of the airport; and they might have had difficulty seeing the airport or fighting downdrafts). As aircraft X became established on downwind; I approved aircraft Y to proceed on course. Based on the pilot's maneuvers; poor radio procedures; and bad readbacks; I decided the best course of action was to focus on aircraft X and get her on the ground as soon as possible. To accomplish this; I had aircraft Z (VFR practice approach) execute their missed approach turn earlier than usual to ensure they did not become a factor with aircraft X. After landing; I instructed the pilot to make the turn on G taxiway and contact ground control. I reminded the pilot a call sign was required for many readbacks; and heard her acknowledge (but also without a call sign again). I began to back taxi the next departure onto runway 29L and then heard ground control make a request. Ground control asked me to tell aircraft X to stop and contact ground control; and I observed that it appeared she taxied on G without a clearance; crossing the hold bars for closed runway 29R. I instructed the pilot to 'stop and contact ground'; and I heard an acknowledgment. As the aircraft taxied in; I could overhear ground control also encountering difficulties getting the pilot to understand the route and read it back correctly.while safety was not imminently affected (aircraft X and aircraft Y passed well clear of each other); it appeared the pilot on the radios was not well prepared for flying in controlled airspace. While she exhibited some familiarity with procedures at times (such as providing an ATIS code); she entered the airspace without a clearance and did not seem to understand that ATC needs correct readbacks with a call sign. Though I try to be as accommodating as possible with student pilots who may be nervous on the radios; I am not convinced that this pilot was properly prepared to fly solo in controlled airspace (or if the instructor was on board; they should have intervened!) in hindsight; I was glad I made the call early on to keep the other aircraft (aircraft Y and aircraft Z) well clear of the inbound aircraft due to the communication difficulties.

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Original NASA ASRS Text

Title: Local Controller describes situation where a new pilot causes problems flying into the airport and then taxiing to the ramp.

Narrative: After resolving a tight opposite direction squeeze play; I breathed a sigh of relief and observed a VFR target approximately 5 miles northwest of the airport; indicating altitude 065. I heard a clicking or static in my ear like a pilot trying to transmit and made a call in the blind to see if an aircraft was on frequency inbound from the north or northwest. Meantime; I had cleared Aircraft Y for takeoff and had approved a northbound turn; potentially putting them in conflict with the unidentified inbound. Realizing this; I instructed Aircraft Y to fly runway heading and called the traffic. Finally; Aircraft X checked in; claiming they were 8 miles out - but in reality 3 miles out; having entered D airspace without clearance (I believe the full call sign might be Aircraft X; based at a nearby flight school to the north). I instructed her to enter a right downwind. I then observed the aircraft appeared to be heading right for the upwind traffic and firmly instructed the pilot to turn left and fly the downwind; also issuing a traffic advisory to her. Aircraft X appeared to be flying a very low; tight pattern as they turned downwind and I became curious if the pilot was familiar with the local airport or pattern (there was also virga in the vicinity of the airport; and they might have had difficulty seeing the airport or fighting downdrafts). As Aircraft X became established on downwind; I approved Aircraft Y to proceed on course. Based on the pilot's maneuvers; poor radio procedures; and bad readbacks; I decided the best course of action was to focus on Aircraft X and get her on the ground ASAP. To accomplish this; I had Aircraft Z (VFR practice approach) execute their missed approach turn earlier than usual to ensure they did not become a factor with Aircraft X. After landing; I instructed the pilot to make the turn on G Taxiway and contact Ground Control. I reminded the pilot a call sign was required for many readbacks; and heard her acknowledge (but also without a call sign again). I began to back taxi the next departure onto Runway 29L and then heard Ground Control make a request. Ground Control asked me to tell Aircraft X to stop and contact Ground Control; and I observed that it appeared she taxied on G without a clearance; crossing the hold bars for closed Runway 29R. I instructed the pilot to 'stop and contact Ground'; and I heard an acknowledgment. As the aircraft taxied in; I could overhear Ground Control also encountering difficulties getting the pilot to understand the route and read it back correctly.While safety was not imminently affected (Aircraft X and Aircraft Y passed well clear of each other); it appeared the pilot on the radios was not well prepared for flying in controlled airspace. While she exhibited some familiarity with procedures at times (such as providing an ATIS code); she entered the airspace without a clearance and did not seem to understand that ATC needs correct readbacks with a call sign. Though I try to be as accommodating as possible with student pilots who may be nervous on the radios; I am not convinced that this pilot was properly prepared to fly solo in controlled airspace (or if the instructor was on board; they should have intervened!) In hindsight; I was glad I made the call early on to keep the other aircraft (Aircraft Y and Aircraft Z) well clear of the inbound aircraft due to the communication difficulties.

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.