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Sct controller and front line manager reported of an aircraft that went around due to traffic; then was being sequenced to same runway as another arrival. Pilot attempted to question and advise the controller but; due to congestion on frequency; was not able to get a word in. Pilot squawked emergency and turned in to final. Traffic in front and alongside aircraft had to be turned out.
| Attributes | |
| ACN | 1290159 |
| Time | |
| Date | 201508 |
| Local Time Of Day | 0001-0600 |
| Place | |
| Locale Reference | SCT.TRACON |
| State Reference | CA |
| Environment | |
| Light | Night |
| Aircraft 1 | |
| Make Model Name | Large Transport |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Initial Approach |
| Route In Use | Visual Approach |
| Flight Plan | IFR |
| Aircraft 2 | |
| Make Model Name | Medium Transport Low Wing 2 Turboprop Eng |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Final Approach |
| Route In Use | Visual Approach |
| Flight Plan | IFR |
| Person 1 | |
| Function | Approach |
| Qualification | Air Traffic Control Fully Certified |
| Experience | Air Traffic Control Time Certified In Pos 1 (yrs) 22 |
| Person 2 | |
| Function | Supervisor / CIC |
| Qualification | Air Traffic Control Fully Certified |
| Experience | Air Traffic Control Time Certified In Pos 1 (yrs) 3 |
| Events | |
| Anomaly | ATC Issue All Types Conflict Airborne Conflict Deviation - Procedural Clearance Deviation - Track / Heading All Types Inflight Event / Encounter Fuel Issue |
Narrative:
Aircraft X was an arrival from the east who was sent around by the tower because of a departure from the same runway [RWY24L]. Aircraft X was vectored back to the downwind by the departure sector and contacted me abeam a VOR on a 070 heading at 5000. The pilot did not mention any concern about fuel. Several miles later aircraft X asked for their sequence. I advised them that they were #5. I honestly was aggravated by the question because I had more important things to tend to do. Several miles later aircraft X called but I had other priorities to take care of first. Aircraft X called a second time and again they were not my top priority since they had never advised me of any issue with fuel. We were restricted to 5 miles in-trail because of a runway closure and I had an aircraft to clear for approach; another to slow to make room for aircraft X; a departure who was on a converging course with an arrival. Both of those aircraft needed to be advised of each other since they were on a converging course 1;000 feet apart.as I'm calling traffic to other aircraft; aircraft X [advised ATC] on 121.5. When I finally acknowledged aircraft X on my frequency [128.5] they said they were an urgent low fuel flight and had already turned final on their own. I stopped aircraft X at 3600 and advised them of aircraft Y traffic 1 mile ahead. I cancelled aircraft Y's approach clearance and turned them away from aircraft X. I then cleared aircraft X for the approach. I did not have the time to get souls and fuel because I had other issues to attend too.if aircraft X had at any time advised me that they had fuel concerns I could have worked out a different sequence. I'm not sure how an A321 makes 1 missed approach at their intended airport of landing and goes from 'whats my sequence?' to 'we are an [urgent low fuel flight] and we are turning final'. What ever happened to 'minimum fuel?'
Original NASA ASRS Text
Title: SCT Controller and Front Line Manager reported of an aircraft that went around due to traffic; then was being sequenced to same runway as another arrival. Pilot attempted to question and advise the controller but; due to congestion on frequency; was not able to get a word in. Pilot squawked emergency and turned in to final. Traffic in front and alongside aircraft had to be turned out.
Narrative: Aircraft X was an arrival from the east who was sent around by the tower because of a departure from the same runway [RWY24L]. Aircraft X was vectored back to the downwind by the departure sector and contacted me abeam a VOR on a 070 heading at 5000. The pilot did not mention any concern about fuel. Several miles later Aircraft X asked for their sequence. I advised them that they were #5. I honestly was aggravated by the question because I had more important things to tend to do. Several miles later Aircraft X called but I had other priorities to take care of first. Aircraft X called a second time and again they were not my top priority since they had never advised me of any issue with fuel. We were restricted to 5 miles in-trail because of a runway closure and I had an aircraft to clear for approach; another to slow to make room for Aircraft X; a departure who was on a converging course with an arrival. Both of those aircraft needed to be advised of each other since they were on a converging course 1;000 feet apart.As I'm calling traffic to other aircraft; Aircraft X [advised ATC] on 121.5. When I finally acknowledged Aircraft X on my frequency [128.5] they said they were an urgent low fuel flight and had already turned final on their own. I stopped Aircraft X at 3600 and advised them of Aircraft Y traffic 1 mile ahead. I cancelled Aircraft Y's approach clearance and turned them away from Aircraft X. I then cleared Aircraft X for the approach. I did not have the time to get souls and fuel because I had other issues to attend too.If Aircraft X had at any time advised me that they had fuel concerns I could have worked out a different sequence. I'm not sure how an A321 makes 1 missed approach at their intended airport of landing and goes from 'whats my sequence?' to 'we are an [urgent low fuel flight] and we are turning final'. What ever happened to 'minimum fuel?'
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.