Narrative:

I was working local control. I noticed a IFR business jet from the southeast and aircraft X (incorrectly tagged on stars display by approach). Aircraft X was obviously being vectored by approach and established on an approach opposite direction as was departing. Aircraft X was tagged in the stars data block; there was not anything regarding opposite direction procedures established in the letter of agreement. I tried calling approach to find out what aircraft X was doing as I had 3 aircraft in the east side pattern and multiple departures waiting. Approach did not answer the line. I figured approach was trying to cheat the procedures with aircraft X VFR and the IFR business jet now on the west side of the airport on the downwind; and had therefore told aircraft X to 'track the approach inbound VFR'; and would break aircraft X off the approach before entering class delta. I cleared aircraft Y for takeoff; runway heading; expecting aircraft X to be far out of the way. Aircraft Y was requesting to go west. Approach finally called back a few minutes later; the ground controller answered the line; and asked what aircraft X was doing. Approach advised that 'aircraft X was VFR tracking the approach.' the ground controller said 'roger'.I had sequenced a few of the aircraft on the east side and now looked back to the radar display to find aircraft X still on the approach opposite direction; now inside the class delta; with aircraft Y now a mile south of the field climbing. I watched the data tag on the radar display change to a tag to indicate a frequency change from approach after aircraft X was inside the class delta. As soon as aircraft X checked on my frequency; I told him to cancel his approach clearance and enter the right downwind and advised him of the opposite direction traffic. I then went to aircraft Y; on upwind; advised him of a aircraft upwind off the parallel; and told him to turn southeast to a 160 heading for the opposite direction traffic. There were several other traffic calls; but aircraft X and aircraft Y were the closest. I was lucky in the sense that I had a hole to turn aircraft Y to the southeast. Regardless of what the approach controller was doing; we never approved anyone to come 'in the out gate'; or an opposite direction approach; or a late frequency change. My biggest recommendation is that approach follow the letter of agreement and opposite direction (odo) procedures established. This isn't the first time approach has told a VFR aircraft on a 'practice approach' to track the approach inbound VFR. This has happened to me personally a few times over the past 6 weeks. The first time it happened; a supervisor was here; and called approach on the phone to establish what odo really means. Approach then had a briefing on exactly what odo means and when they could and could not use it here; the proper ways to coordinate odo; etc. We were then briefed using the exact same sheet approach had made to brief their controllers; that way both facilities know what the other is expecting. On the bottom of this sheet; in big bold letters; it says that approach shall not tell VFR aircraft to 'track the approach inbound' under any circumstance.

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Original NASA ASRS Text

Title: RVS Tower Controllers reported TUL TRACON permitted an aircraft to approach RVS opposite direction to the runway in use not in compliance with their local Letter of Agreement.

Narrative: I was working Local Control. I noticed a IFR business jet from the southeast and Aircraft X (incorrectly tagged on stars display by approach). Aircraft X was obviously being vectored by Approach and established on an approach opposite direction as was departing. Aircraft X was tagged in the stars data block; there was not anything regarding Opposite Direction procedures established in the Letter of Agreement. I tried calling Approach to find out what Aircraft X was doing as I had 3 aircraft in the east side pattern and multiple departures waiting. Approach did not answer the line. I figured Approach was trying to cheat the procedures with Aircraft X VFR and the IFR business jet now on the west side of the airport on the downwind; and had therefore told Aircraft X to 'track the approach inbound VFR'; and would break Aircraft X off the approach before entering Class Delta. I cleared Aircraft Y for takeoff; runway heading; expecting Aircraft X to be far out of the way. Aircraft Y was requesting to go west. Approach finally called back a few minutes later; the ground controller answered the line; and asked what Aircraft X was doing. Approach advised that 'Aircraft X was VFR tracking the approach.' the ground controller said 'roger'.I had sequenced a few of the aircraft on the east side and now looked back to the radar display to find Aircraft X still on the approach opposite direction; now inside the Class Delta; with Aircraft Y now a mile south of the field climbing. I watched the data tag on the radar display change to a tag to indicate a frequency change from approach after Aircraft X was inside the Class Delta. As soon as Aircraft X checked on my frequency; I told him to cancel his approach clearance and enter the right downwind and advised him of the opposite direction traffic. I then went to Aircraft Y; on upwind; advised him of a aircraft upwind off the parallel; and told him to turn SE to a 160 heading for the opposite direction traffic. There were several other traffic calls; but Aircraft X and Aircraft Y were the closest. I was lucky in the sense that I had a hole to turn Aircraft Y to the SE. Regardless of what the approach controller was doing; we never approved anyone to come 'in the out gate'; or an opposite direction approach; or a late frequency change. My biggest recommendation is that Approach follow the Letter Of Agreement and Opposite Direction (ODO) procedures established. This isn't the first time Approach has told a VFR aircraft on a 'practice approach' to track the approach inbound VFR. This has happened to me personally a few times over the past 6 weeks. The first time it happened; a supervisor was here; and called Approach on the phone to establish what ODO really means. Approach then had a briefing on exactly what ODO means and when they could and could not use it here; the proper ways to coordinate ODO; etc. We were then briefed using the exact same sheet Approach had made to brief their controllers; that way both facilities know what the other is expecting. On the bottom of this sheet; in big bold letters; it says that Approach SHALL NOT tell VFR aircraft to 'track the approach inbound' under any circumstance.

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.