Narrative:

Aircraft X was cleared for a visual approach to runway 10 rdm. While aircraft Y was behind him looking for a visual approach as well. I passed aircraft Y's inbound to tower and the informed me that there was a change in the winds and runway 28 would be in use. We called to see if rdm tower could provide visual separation between aircraft X and aircraft Y. Tower advised they could; tower then asked if he could give the option to aircraft Y of runway 10 or 28 and advised he could still provide visual. There was some confusion on who was going to what runway because they had coordinated a few times which runway aircraft X would be going to. He ended up going to runway 10. At this time tower was talking to both aircraft involved. Rdm tower then called me to ask; aircraft X (at this point was a departure) is looking for a missed approach to do another practice approach. Tower asked; 'what do you want him on?' tower also advised they were still providing visual separation between the two aircraft. Aircraft Y who was now on about a 6 mile right base to runway 28 and aircraft X runway heading to 8;000 per my instruction. Even though the aircraft were visually separated ca [conflict alert] went off. Also; after discussing the situation with other controllers it was brought up. Vectors below the minimum IFR altitude (mia) as tower did not issue the RDM2 SID for visual approach go a rounds. Since they did not issue fly the RDM2 heading 100; is was a vector below the mia.I would bring up the fact that this is something to advise other controllers as something to look out for regarding potential odo. Also; some sort of procedure needs to be put in place with rdm tower. As a tower controller in the military and dod we had specified in a LOA; if aircraft go missed approach and the tower patterns are open; tower should work them through once and if they still can't complete the approach. Another type of coordination between tower and the approach function for that airport could be worked out.

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Original NASA ASRS Text

Title: A Seattle Center (ZSE) Controller reports of confusion about the procedure for a missed approach off of RDM airport with an aircraft arriving on the opposite direction arrival.

Narrative: Aircraft X was cleared for a visual approach to runway 10 RDM. While Aircraft Y was behind him looking for a visual approach as well. I passed Aircraft Y's inbound to tower and the informed me that there was a change in the winds and runway 28 would be in use. We called to see if RDM tower could provide visual separation between Aircraft X and Aircraft Y. Tower advised they could; tower then asked if he could give the option to Aircraft Y of runway 10 or 28 and advised he could still provide visual. There was some confusion on who was going to what runway because they had coordinated a few times which runway Aircraft X would be going to. He ended up going to runway 10. At this time tower was talking to both aircraft involved. RDM tower then called me to ask; Aircraft X (at this point was a departure) is looking for a missed approach to do another practice approach. Tower asked; 'What do you want him on?' Tower also advised they were still providing visual separation between the two aircraft. Aircraft Y who was now on about a 6 mile right base to runway 28 and Aircraft X runway heading to 8;000 per my instruction. Even though the aircraft were visually separated CA [Conflict Alert] went off. Also; after discussing the situation with other controllers it was brought up. Vectors below the Minimum IFR Altitude (MIA) as tower did not issue the RDM2 SID for visual approach go a rounds. Since they did not issue fly the RDM2 heading 100; is was a vector below the MIA.I would bring up the fact that this is something to advise other controllers as something to look out for regarding potential ODO. Also; some sort of procedure needs to be put in place with RDM tower. As a tower controller in the military and DoD we had specified in a LOA; If aircraft go missed approach and the tower patterns are open; tower should work them through once and if they still can't complete the approach. Another type of coordination between tower and the approach function for that airport could be worked out.

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.