Narrative:

Bfi-south flow; sea - south flow. Bfi did not have plan alpha and advertised it on the ace-ids. When I arrived in the tower cab to take os/controller in charge position; [a controller] was on the telephone with S46; coordinating for aircraft X's opposite direction approach. [The other controller] briefed me that aircraft X was going to come in VFR from the south; make a low pass and depart to the north; but; S46 had to treat aircraft X as an IFR. [Other controller] advised that S46 needed bfi to provide visual separation between aircraft X and sea's final on sea's 11 mile final. [Another controller] briefed local west and gave [the position to another controller]; then briefed me on os/controller in charge. I called S46 to advise that we could not see sea's final out to 11 miles. I advised that we could see sea's aircraft when they were at 2;800 ft and abeam safeco field (approximately 9 miles out) and could provide visual from that point. S46 then asked if we could do it or not; if not they would have to break him out. I said we could. Aircraft X made a low approach to runway 31L and flew down the length of the runway at 50 ft. Once the low approach was complete; local shipped FLC54 to departure approximately 1/2 mile off the departure end of runway 31L. At this time aircraft Y was over shilshole on a 10-11 mile final for runway 13R. Aircraft X was not issued traffic on aircraft Y before being shipped to S46. Aircraft X flew straight out; up the centerline; to 1;600 ft. Aircraft Y checked in and said he would cancel; the ca went off; I told local to do something with aircraft Y; aircraft X and aircraft Y were nose to nose and approximately 2 miles apart; aircraft Y at 2;100 ft and aircraft X at 1;600 ft. Local told aircraft Y cancellation received and to stay at current altitude; gave traffic on aircraft X. Aircraft Y reported aircraft X in sight. On the stars; aircraft X turned west under aircraft Y. Aircraft Y then continued inbound to land.communication with S46: when plan a is not advertised on the ace-ids; stop pressuring bfi into providing it. S46 should have made clear that aircraft X was VFR the whole time and we could turn him as necessary off the departure end. S46 said that they had to treat him like aircraft X was IFR on the approach; it is not unreasonable to think that they had to treat him as IFR off the departure end too. (Need more clarity) if aircraft X was going to go straight out (up our 13R final); S46 needs to build a bigger hole for him instead of running an IFR inbound on the approach; and creating a head to head situation.bfi local controller: improve scanning to recognize conflicts. Take action sooner. Ask questions to understand what aircraft X is going to do after their approach. Issue traffic sooner for opposite direction conflicts. Bfi os/controller in charge: not approved visual separation when we did not have plan alpha. Disapproved the opposite direction approach. Call S46 and have them turn aircraft X when we saw him flying up our final with traffic inbound.

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Original NASA ASRS Text

Title: BFI Tower Controller reports of a situation where an aircraft makes a low approach; then gets into conflict with an arrival aircraft that is opposite direction.

Narrative: BFI-South Flow; SEA - South Flow. BFI did not have Plan Alpha and advertised it on the ACE-IDS. When I arrived in the Tower Cab to take OS/CIC position; [a Controller] was on the telephone with S46; coordinating for Aircraft X's opposite direction approach. [The other Controller] briefed me that Aircraft X was going to come in VFR from the south; make a low pass and depart to the north; but; S46 had to treat Aircraft X as an IFR. [Other Controller] advised that S46 needed BFI to provide Visual Separation between Aircraft X and SEA's final on SEA's 11 mile final. [Another Controller] briefed Local West and gave [the position to another Controller]; then briefed me on OS/CIC. I called S46 to advise that we could not see SEA's final out to 11 miles. I advised that we could see SEA's aircraft when they were at 2;800 FT and abeam Safeco field (approximately 9 miles out) and could provide visual from that point. S46 then asked if we could do it or not; if not they would have to break him out. I said we could. Aircraft X made a low approach to Runway 31L and flew down the length of the runway at 50 FT. Once the Low Approach was complete; Local shipped FLC54 to departure approximately 1/2 mile off the departure end of Runway 31L. At this time Aircraft Y was over Shilshole on a 10-11 mile final for Runway 13R. Aircraft X was not issued traffic on Aircraft Y before being shipped to S46. Aircraft X flew straight out; up the centerline; to 1;600 FT. Aircraft Y checked in and said he would cancel; the CA went off; I told Local to do something with Aircraft Y; Aircraft X and Aircraft Y were nose to nose and approximately 2 miles apart; Aircraft Y at 2;100 FT and Aircraft X at 1;600 FT. Local told Aircraft Y cancellation received and to stay at current altitude; gave traffic on Aircraft X. Aircraft Y reported Aircraft X in sight. On the STARS; Aircraft X turned west under Aircraft Y. Aircraft Y then continued inbound to land.Communication with S46: When Plan A is not advertised on the ACE-IDS; stop pressuring BFI into providing it. S46 should have made clear that Aircraft X was VFR the whole time and we could turn him as necessary off the departure end. S46 said that they had to treat him like Aircraft X was IFR on the approach; it is not unreasonable to think that they had to treat him as IFR off the departure end too. (Need more clarity) if Aircraft X was going to go straight out (up our 13R final); S46 needs to build a bigger hole for him instead of running an IFR inbound on the approach; and creating a head to head situation.BFI Local Controller: Improve scanning to recognize conflicts. Take action sooner. Ask questions to understand what Aircraft X is going to do after their approach. Issue traffic sooner for opposite direction conflicts. BFI OS/CIC: Not approved visual separation when we did not have Plan Alpha. Disapproved the opposite direction approach. Call S46 and have them turn Aircraft X when we saw him flying up our final with traffic inbound.

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.