Narrative:

The seattle area had what is known as seafair. An annual airshow that is in close proximity to sea; bfi; and rnt airports. During today's events the weather was less than ideal for a tfr directly north of the sea airport. When the tfr is active the seattle tower was instructed to have all jets make an immediate left turn to a heading of 270 to avoid the tfr. Normally the jets would be on a runway heading or like departure for approximately 8 miles before making this turn. It was further made difficult by a local interpreted procedure to make an arrival hole for heavy jet departures. This was interpreted that incase the aircraft goes miss when the heavy jet makes their immediate left turn that wake separation would be mitigated. However; what this caused was the final controller to be required to make up to a 6 mile arrival hole for this departure. The ATCT coordinator called me (traffic management unit) for an arrival hole for a B787. As traffic management coordinator (tmc) this was my duty; to look and make set the arrival hole so ATCT could depart the heavy jet. I coordinated with the final and arrival controllers that we would need a 6 mile hole behind [an] aircraft. I then called ATCT to tell them what the sequence was and where the hole would be. During this event we had a 10-12 know tail wind on final make the speeds and collapse very hard to manage during the arrival periods. As tmc we lowered the arrival rate to below a single use runway rate to accommodate the increased arrival holes needed and to factor in the wind. During this coordination event it was needed to move an aircraft for the east on the inboard runway of 34R to ensure the arrival hole and arrival demand would be manageable for both the final and arrival controllers. The proper coordination for this event would be displayed on the intrusion detection system since 34R is historically a shared runway. The selected interval for 34R was set at 'tm' which means tmu is responsible for the arrival interval to the runway without coordination. I told final to offset aircraft X to runway 34R to allow the departure hole for the heavy jet. ATCT decided that they could depart the other the in front of already coordinated hole. The tower then decided to squeeze another B757 departure; in front of the 34R arrival. Aircraft X was on about a 1.5 mile final when the other B757; [aircraft Y]; started their departure roll. Aircraft X made a pilot initiated go around because they thought the runway would be occupied. The two aircraft departed and ATCT I assume gave each divergent headings. The OM of the ATCT then called down and made the allegation that aircraft X should have never been there due to the fact the tfr was active. As tmc I explained that I did coordinated the arrival to the cab coordinator in a roundabout way. As there were several called made between tmu and coordinator during the arrival sequence. Have the arrival spacing looked at during these operations. I feel that it is not necessary to 'hit' departure gaps as our arrival and departure rates are below single runway use rates. The airlines were prior briefed that delays were inevitable due to the tfr.

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Original NASA ASRS Text

Title: S46 TRACON Controller reported of a coordinated procedure that was not followed which led to a loss of separation with a departure and an arrival.

Narrative: The Seattle area had what is known as SEAFAIR. An annual airshow that is in close proximity to SEA; BFI; and RNT airports. During today's events the weather was less than ideal for a TFR directly north of the SEA airport. When the TFR is active the Seattle Tower was instructed to have all jets make an immediate left turn to a heading of 270 to avoid the TFR. Normally the jets would be on a runway heading or like departure for approximately 8 miles before making this turn. It was further made difficult by a local interpreted procedure to make an arrival hole for heavy jet departures. This was interpreted that incase the aircraft goes miss when the heavy jet makes their immediate left turn that wake separation would be mitigated. However; what this caused was the final controller to be required to make up to a 6 mile arrival hole for this departure. The ATCT coordinator called me (Traffic Management Unit) for an arrival hole for a B787. As Traffic Management Coordinator (TMC) this was my duty; to look and make set the arrival hole so ATCT could depart the heavy jet. I coordinated with the final and arrival controllers that we would need a 6 mile hole behind [an] aircraft. I then called ATCT to tell them what the sequence was and where the hole would be. During this event we had a 10-12 know tail wind on final make the speeds and collapse very hard to manage during the arrival periods. As TMC we lowered the arrival rate to below a single use runway rate to accommodate the increased arrival holes needed and to factor in the wind. During this coordination event it was needed to move an aircraft for the east on the inboard runway of 34R to ensure the arrival hole and arrival demand would be manageable for both the final and arrival controllers. The proper coordination for this event would be displayed on the Intrusion Detection System since 34R is historically a shared runway. The selected interval for 34R was set at 'TM' which means TMU is responsible for the arrival interval to the runway without coordination. I told final to offset Aircraft X to runway 34R to allow the departure hole for the heavy jet. ATCT decided that they could depart the other the in front of already coordinated hole. The tower then decided to squeeze another B757 departure; in front of the 34R arrival. Aircraft X was on about a 1.5 mile final when the other B757; [Aircraft Y]; started their departure roll. Aircraft X made a pilot initiated go around because they thought the runway would be occupied. The two aircraft departed and ATCT I assume gave each divergent headings. The OM of the ATCT then called down and made the allegation that Aircraft X should have never been there due to the fact the TFR was active. As TMC I explained that I did coordinated the arrival to the cab coordinator in a roundabout way. As there were several called made between TMU and coordinator during the arrival sequence. Have the arrival spacing looked at during these operations. I feel that it is not necessary to 'hit' departure gaps as our arrival and departure rates are below single runway use rates. The airlines were prior briefed that delays were inevitable due to the TFR.

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.