Narrative:

I was on local; ground control was combined with controller in charge and flight data; one cpc was on break; flm was in the office. Runways 30 where in use; wind calm. Ground asked if I could take an odo (opposite direction operation) for a VFR. I said yes. Traffic was light at the time and I only had one in the pattern (aircraft X) on runway 30L. I thought the aircraft (aircraft Y) asked for runway 12L. After listening to the tapes; ground asked the pilot if he wanted runway 12L. Shortly after aircraft Y was taxiing out he taxied about 8 aircraft. Aircraft Z joined the pattern from the south for runway 30L. When aircraft Y was ready aircraft X was changed to runway 30R in the pattern. Aircraft a called from the north and was to enter a midfield right downwind runway 30R. Aircraft B called from the north and was also told to enter a midfield right downwind. This aircraft was following aircraft a. At runway 30R I had just departed 3 aircraft and had two waiting. I told aircraft X to make a left 360; to extend downwind; and told about the odo aircraft. Aircraft a was told to follow aircraft X who was making the 360. Three aircraft were departed 30R before aircraft X did the 360. Aircraft Y was told about aircraft X on downwind and cleared for takeoff. Aircraft Z was told to make a right 360 so I could turn aircraft Y of the final for 30R. I turned aircraft Y right 20 degrees; gave aircraft X the base turn and cleared aircraft X to land 30R. I told aircraft Z about aircraft Y. Aircraft Z did not have him in sight. I told aircraft Z to make a left 360 to avoid aircraft Y because he was about turn past the downwind into aircraft Y. Aircraft Z said he had aircraft Y in sight and where about a half mile or more apart. Aircraft Z said he would 'tuck in behind' the aircraft. I then cleared aircraft Z to land on 30L. I went back to my scan for the rest of the aircraft. Aircraft Z looked like he was turning base for 30L and aircraft X was on final for 30R. Aircraft X then said he was going around due to a near miss with aircraft Z who lined up for 30R. Aircraft Z was higher than aircraft X so I sent aircraft Z around also. Aircraft X had to maneuver to miss aircraft Z and said he had to get down. Aircraft Z was put back in left traffic and told to extend downwind. I had to coordinate with D01 because an IFR was not airborne within 3 minutes of getting the release. Aircraft a was short final runway 30L and aircraft B was changed to runway 30L earlier and was about a 3.5 mile right base. I told aircraft B to turn to the final as he was about to fly through it. Aircraft X landed runway 30R and exited told to call the tower when in parking. Aircraft Z then turned base on his own in front of aircraft B. Aircraft Z was about .5-.75 miles in front. I told him to turn back to the downwind since aircraft B was quickly closing in on aircraft Z. When aircraft Z crosses in front of aircraft B he was about .25 miles in front. Aircraft Z said he was having trouble hearing me. He then flew southeast bound. Aircraft Z was told to turn back to the base as he was 3.5 miles southeast of the airport. I cleared aircraft Z to land 30L and he read it back. Aircraft C was to join final for 30L; changed to 30R; given traffic to aircraft Z; he got aircraft Z in sight; cleared to land 30R. Aircraft Z landed runway 30L; turned right on G; given hold short instructions; he read back the hold short; when told to cross 30R he said say again; this happened twice. I was relieved from position.the whole time I had zero help from the controller in charge/ground controller. He stated he had ground traffic which I do not feel he had enough to not help with the situation. He did not see either time aircraft Z turned into aircraft. He did not call up help until I said I need to get out of position. It still took 10-15 minutes before anyone got up there. He called flm and said we needed help but gave no urgency to it. When aircraft Z was on final the last time reported a drone underhim.recommendations:1) flm be in the tower more and in the hours of 7-5.2) controllers not suggest odo operations.3) pilots be educated when operating with parallel operations.4) ground be educated about how they contributed to the situation.

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Original NASA ASRS Text

Title: BJC Local Controller and an instructor pilot reported a near miss while on final. The offending aircraft lined up for the wrong runway which put it into conflict with the instructor's aircraft.

Narrative: I was on Local; Ground Control was combined with Controller in Charge and Flight Data; one CPC was on break; FLM was in the office. Runways 30 where in use; wind calm. Ground asked if I could take an ODO (Opposite Direction Operation) for a VFR. I said yes. Traffic was light at the time and I only had one in the pattern (Aircraft X) on Runway 30L. I thought the aircraft (Aircraft Y) asked for Runway 12L. After listening to the tapes; Ground asked the pilot if he wanted Runway 12L. Shortly after Aircraft Y was taxiing out he taxied about 8 aircraft. Aircraft Z joined the pattern from the south for Runway 30L. When Aircraft Y was ready Aircraft X was changed to Runway 30R in the pattern. Aircraft A called from the north and was to enter a midfield right downwind Runway 30R. Aircraft B called from the north and was also told to enter a midfield right downwind. This aircraft was following Aircraft A. At Runway 30R I had just departed 3 aircraft and had two waiting. I told Aircraft X to make a left 360; to extend downwind; and told about the ODO aircraft. Aircraft A was told to follow Aircraft X who was making the 360. Three aircraft were departed 30R before Aircraft X did the 360. Aircraft Y was told about Aircraft X on downwind and cleared for takeoff. Aircraft Z was told to make a right 360 so I could turn Aircraft Y of the final for 30R. I turned Aircraft Y right 20 degrees; gave Aircraft X the base turn and cleared Aircraft X to land 30R. I told Aircraft Z about Aircraft Y. Aircraft Z did not have him in sight. I told Aircraft Z to make a left 360 to avoid Aircraft Y because he was about turn past the downwind into Aircraft Y. Aircraft Z said he had Aircraft Y in sight and where about a half mile or more apart. Aircraft Z said he would 'tuck in behind' the aircraft. I then cleared Aircraft Z to land on 30L. I went back to my scan for the rest of the aircraft. Aircraft Z looked like he was turning base for 30L and Aircraft X was on final for 30R. Aircraft X then said he was going around due to a near miss with Aircraft Z who lined up for 30R. Aircraft Z was higher than Aircraft X so I sent Aircraft Z around also. Aircraft X had to maneuver to miss Aircraft Z and said he had to get down. Aircraft Z was put back in left traffic and told to extend downwind. I had to coordinate with D01 because an IFR was not airborne within 3 minutes of getting the release. Aircraft A was short final Runway 30L and Aircraft B was changed to RWY 30L earlier and was about a 3.5 mile right base. I told Aircraft B to turn to the final as he was about to fly through it. Aircraft X landed Runway 30R and exited told to call the tower when in parking. Aircraft Z then turned base on his own in front of Aircraft B. Aircraft Z was about .5-.75 miles in front. I told him to turn back to the downwind since Aircraft B was quickly closing in on Aircraft Z. When Aircraft Z crosses in front of Aircraft B he was about .25 miles in front. Aircraft Z said he was having trouble hearing me. He then flew southeast bound. Aircraft Z was told to turn back to the base as he was 3.5 miles southeast of the airport. I cleared Aircraft Z to land 30L and he read it back. Aircraft C was to join final for 30L; changed to 30R; given traffic to Aircraft Z; he got Aircraft Z in sight; cleared to land 30R. Aircraft Z landed Runway 30L; turned right on G; given hold short instructions; he read back the hold short; when told to cross 30R he said say again; this happened twice. I was relieved from position.The whole time I had zero help from the CIC/Ground controller. He stated he had ground traffic which I do not feel he had enough to not help with the situation. He did not see either time Aircraft Z turned into aircraft. He did not call up help until I said I need to get out of position. It still took 10-15 minutes before anyone got up there. He called FLM and said we needed help but gave no urgency to it. When Aircraft Z was on final the last time reported a drone underhim.Recommendations:1) FLM be in the tower more and in the hours of 7-5.2) Controllers not suggest ODO operations.3) Pilots be educated when operating with parallel operations.4) Ground be educated about how they contributed to the situation.

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.