Narrative:

Front line manager approves a aircraft X to land (opposite direction) to the runway. Aircraft X is about 10 minutes out at this time and traffic is very light. No projected inbound conflictions to the opposite direction runway. Aircraft X checks-in on about a 15 mile dog-leg final from the southwest to land opposite direction. I point-out the opposite direction aircraft to the applicable local controller (handling departures) and inform the front line manager that aircraft X is about 15 miles out (to ensure approach lighting is established for the runways). I initially inform aircraft X to continue on the approach as I perform this needed coordination. I then reach back out to aircraft X but am unable to reach the aircraft on frequency. I check the primary frequencies; secondary frequencies; check to see if he switched to the other local control; attempt to raise via 121.5 and inform the front line manager of the situation. The front line manager calls down to approach to see if aircraft X switched back to their frequency. As I am obtaining the light gun and attempting to isolate aircraft X in the sky in order to address the correct aircraft with a green light a new aircraft calls me. The new aircraft is aircraft Y on what initially appeared to be a 8 mile dog-leg final to the opposite parallel runway. I cleared aircraft Y to land opposite direction parallel runway and reattempted to target aircraft X with the light gun; now prominently in sight about 4 mile final. However; aircraft Y promptly retorts that he was cleared for an approach to the opposite direction runway of aircraft X. I immediately informed aircraft Y of the opposite direction traffic; changed & cleared aircraft Y to land on the opposite direction parallel runway. Two small aircraft are commonly approved to land opposite direction just after sunfall as they approach the field from the west. I have observed somewhat similar situations occur in the past due to this custom approval for such a small aircraft. At times it is a conflicting departure that needs an amended heading. Sometimes it is a conflicting helicopter talking to a secondary; uninformed; local controller in the tower. Sometimes it is an event similar to the one listed above. Not sure if communication is dropping between different arrival sectors or if the small size of the aircraft lends itself to expedited expulsion from memory. The risk vs. Reward of this operation does not appear to beneficial...even when solely viewed from a perspective of airport efficiency.

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Original NASA ASRS Text

Title: Parallel runways were in use at the reporters airport. ATC cleared an aircraft for an opposite direction approach to the left parallel runway. The Local controller thought traffic inbound on approach was for the opposite parallel runway. The aircraft checked on Tower frequency inbound to the same opposite direction runway as the other inbound. The local controller switched the aircraft to parallel runway in a timely manner.

Narrative: Front Line Manager approves a Aircraft X to land (opposite direction) to the runway. Aircraft X is about 10 minutes out at this time and traffic is VERY light. No projected inbound conflictions to the opposite direction runway. Aircraft X checks-in on about a 15 mile dog-leg final from the southwest to land opposite direction. I point-out the opposite direction aircraft to the applicable Local Controller (handling departures) and inform the Front Line Manager that Aircraft X is about 15 miles out (to ensure approach lighting is established for the runways). I initially inform Aircraft X to continue on the approach as I perform this needed coordination. I then reach back out to Aircraft X but am unable to reach the aircraft on frequency. I check the primary frequencies; secondary frequencies; check to see if he switched to the other local control; attempt to raise via 121.5 and inform the Front Line Manager of the situation. The Front Line Manager calls down to approach to see if Aircraft X switched back to their frequency. As I am obtaining the light gun and attempting to isolate Aircraft X in the sky in order to address the correct aircraft with a green light a new aircraft calls me. The new aircraft is Aircraft Y on what initially appeared to be a 8 mile dog-leg final to the opposite parallel runway. I cleared Aircraft Y to land opposite direction parallel runway and reattempted to target Aircraft X with the light gun; now prominently in sight about 4 mile final. However; Aircraft Y promptly retorts that he was cleared for an approach to the opposite direction runway of Aircraft X. I immediately informed Aircraft Y of the opposite direction traffic; changed & cleared Aircraft Y to land on the opposite direction parallel runway. Two small aircraft are commonly approved to land opposite direction just after sunfall as they approach the field from the West. I have observed somewhat similar situations occur in the past due to this custom approval for such a small aircraft. At times it is a conflicting departure that needs an amended heading. Sometimes it is a conflicting helicopter talking to a secondary; uninformed; local controller in the tower. Sometimes it is an event similar to the one listed above. Not sure if communication is dropping between different arrival sectors or if the small size of the aircraft lends itself to expedited expulsion from memory. The risk vs. reward of this operation does not appear to beneficial...even when solely viewed from a perspective of airport efficiency.

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.