Narrative:

TRACON called to coordinate the request of aircraft X to fly TACAN 03; circle overhead ('the entire airfield') to runway 33; then entry into the tower pattern. I was given 'your control in the tower pattern' from TRACON. The data tag conflicted with the information from verbal coordination; so I reattempted coordination with TRACON to verify the situation. The front line manager (flm) called on the telephone to straighten that out and to give me other airfield information. West radar then called and restated the situation; 'aircraft X; TACAN RY03; circle 33 with the overfly. Aircraft Y will be straight in to follow aircraft X'. Aircraft X was shipped to me at about 7 NM final RY03 and stated the request to overfly the airport for RY33. Clearance was issued. When aircraft X was short final; she requested to enter initial on the missed approach. I told her that we will be able to accommodate that request. When aircraft X was over the intersection; aircraft Y checked onto my frequency straight into RY33 (10 NM final). I asked if he had aircraft X in sight and the answer was no. While I started to go through my options; I asked again if aircraft Y had the aircraft X in sight; turning onto the downwind for RY33. He said yes. I then instructed aircraft Y to 'maneuver as necessary to follow aircraft X; caution wake turbulence for aircraft X; RY33 cleared to land'. When aircraft X was turning base I issued the same instructions (360; 's' turns; whatever he needed).when aircraft X went around; I adjusted the data block of the aircraft X to reflect initial RY03; full stop in accordance with CHS7110. I then adjusted the flight paths of aircraft Y and a corporate jet to make a hole for aircraft X. After aircraft X entered initial RY03; TRACON called for a point out on aircraft Z; a helicopter to a local hospital. I asked if the helicopter was a lifeguard (priority) since he was enroute to a hospital and the data tag failed to reflect that information. The answer was yes. I approved the point out and fixed the data tag for west radar/TRACON. I was watching to see how the situation was working between aircraft X and the helicopter; and between aircraft X and the gap that I had built with the RY33 arrivals. I saw that aircraft X would be descending onto the helicopter; losing wake turbulence separation; so I asked aircraft X to go around and reenter initial. She complied. She flew out bound 5-7 NM to reenter when west radar called to ask what she was doing; I told him. An aircraft was over aircraft X at 3000 for RY03. West radar resequenced the arrival onto RY33 and I fixed that data tag.

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Original NASA ASRS Text

Title: CHS Tower Controller reported of a problem with traffic into the airport. The pattern traffic was working until the reporter was given a point out on a Lifeguard aircraft which caused the pattern to be disrupted and caused a wake turbulence problem.

Narrative: TRACON called to coordinate the request of Aircraft X to fly TACAN 03; circle overhead ('the entire airfield') to Runway 33; then entry into the Tower pattern. I was given 'your control in the tower pattern' from TRACON. The data tag conflicted with the information from verbal coordination; so I reattempted coordination with TRACON to verify the situation. The Front Line Manager (FLM) called on the telephone to straighten that out and to give me other airfield information. West radar then called and restated the situation; 'Aircraft X; TACAN RY03; circle 33 with the overfly. Aircraft Y will be straight in to follow Aircraft X'. Aircraft X was shipped to me at about 7 NM final RY03 and stated the request to overfly the airport for RY33. Clearance was issued. When Aircraft X was short final; she requested to enter initial on the missed approach. I told her that we will be able to accommodate that request. When Aircraft X was over the intersection; Aircraft Y checked onto my frequency straight into RY33 (10 NM final). I asked if he had Aircraft X in sight and the answer was no. While I started to go through my options; I asked again if Aircraft Y had the Aircraft X in sight; turning onto the downwind for RY33. He said yes. I then instructed Aircraft Y to 'Maneuver as necessary to follow Aircraft X; caution wake turbulence for Aircraft X; RY33 cleared to land'. When Aircraft X was turning base I issued the same instructions (360; 's' turns; whatever he needed).When Aircraft X went around; I adjusted the data block of the Aircraft X to reflect initial RY03; full stop in accordance with CHS7110. I then adjusted the flight paths of Aircraft Y and a corporate jet to make a hole for Aircraft X. After Aircraft X entered initial RY03; TRACON called for a point out on Aircraft Z; a helicopter to a local hospital. I asked if the helicopter was a lifeguard (priority) since he was enroute to a hospital and the data tag failed to reflect that information. The answer was yes. I approved the point out and fixed the data tag for West Radar/TRACON. I was watching to see how the situation was working between Aircraft X and the helicopter; and between Aircraft X and the gap that I had built with the RY33 arrivals. I saw that Aircraft X would be descending onto the helicopter; losing wake turbulence separation; so I asked Aircraft X to go around and reenter initial. She complied. She flew out bound 5-7 NM to reenter when West Radar called to ask what she was doing; I told him. An aircraft was over Aircraft X at 3000 for RY03. West radar resequenced the arrival onto RY33 and I fixed that data tag.

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.