Narrative:

I was providing instruction for a trainee controller on radar west combined with radar north. A line of light moderate precipitation was passing through the area. Aircraft X was inbound to lrf runway 7 from the northwest and had been cleared for a visual approach; but had stayed at 3000 feet for several miles without descending and was transferred to lrf tower. Aircraft Y had departed lit and was being vectored from the south for a TACAN runway 7 approach at 3;200 feet. The trainee had cleared aircraft Y for the TACAN runway 7 approach with an approximate heading of 030 to intercept the final approach course. There was going to be plenty of room between the two aircraft (I would estimate six miles in trail). Lrf tower called on the shout line and informed us that aircraft X was making a right 360 degree turn (this was when aircraft X was about six miles west of the lrf airport). The TACAN runway 7 final approach course runs well south of the extended runway centerline and a right 360 was going to be right in the middle of it. Both the trainee and I stated 'unable' and I believe the trainee stated to issue aircraft X runway heading and 3000 feet. Lrf tower replied unable; this may be because they had already shipped the aircraft back to us. I actually got the front line managers attention and stated we were about to have an incident. Aircraft X checked back on with us and stated he was in a right 360 degree turn. The developmental issued a westerly turn for aircraft Y and canceled their approach clearance; issued a 360 heading to aircraft X. Aircraft X did not reply. I then issued to aircraft X an immediate right turn to heading 360 as the conflict alert started alarming and issued a traffic alert to aircraft X. Aircraft X replied they were turning to a 360 heading. We then vectored both aircraft for TACAN runway 7 approaches since I wasn't sure at the time of the reason for the 360.have lrf tower call and ask for what we want an aircraft to do if they can't accept it. A 180 heading would have been workable; but a 070 heading to overfly the lrf airport was ideal. At the time I didn't know if it was an emergency; loss of sight of the airport; etc.; it was just thrown in our laps to deal with. Out of all the different headings/directions to fly; they picked the one that was directly at another IFR aircraft. They had several aircraft in the pattern; but if they don't want a visual approach due to traffic they need to advise us and we will vector everyone out for an instrument approach so they can fit their pattern traffic in.

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Original NASA ASRS Text

Title: LIT TRACON Controller had a loss of separation after LRF Tower allowed an aircraft on approach to break out and reverse course into the path of a subsequent arrival being worked by the TRACON.

Narrative: I was providing instruction for a trainee controller on Radar West combined with Radar North. A line of light moderate precipitation was passing through the area. Aircraft X was inbound to LRF runway 7 from the northwest and had been cleared for a Visual Approach; but had stayed at 3000 feet for several miles without descending and was transferred to LRF Tower. Aircraft Y had departed LIT and was being vectored from the south for a TACAN Runway 7 approach at 3;200 feet. The trainee had cleared Aircraft Y for the TACAN runway 7 approach with an approximate heading of 030 to intercept the final approach course. There was going to be plenty of room between the two aircraft (I would estimate six miles in trail). LRF Tower called on the shout line and informed us that Aircraft X was making a right 360 degree turn (this was when Aircraft X was about six miles west of the LRF airport). The TACAN runway 7 final approach course runs well south of the extended runway centerline and a right 360 was going to be right in the middle of it. Both the trainee and I stated 'unable' and I believe the trainee stated to issue Aircraft X runway heading and 3000 feet. LRF Tower replied unable; this may be because they had already shipped the aircraft back to us. I actually got the Front Line Managers attention and stated we were about to have an incident. Aircraft X checked back on with us and stated he was in a right 360 degree turn. The developmental issued a westerly turn for Aircraft Y and canceled their approach clearance; issued a 360 heading to Aircraft X. Aircraft X did not reply. I then issued to Aircraft X an immediate right turn to heading 360 as the conflict alert started alarming and issued a traffic alert to Aircraft X. Aircraft X replied they were turning to a 360 heading. We then vectored both aircraft for TACAN runway 7 approaches since I wasn't sure at the time of the reason for the 360.Have LRF Tower call and ask for what we want an aircraft to do if they can't accept it. A 180 heading would have been workable; but a 070 heading to overfly the LRF airport was ideal. At the time I didn't know if it was an emergency; loss of sight of the airport; etc.; it was just thrown in our laps to deal with. Out of all the different headings/directions to fly; they picked the one that was directly at another IFR aircraft. They had several aircraft in the pattern; but if they don't want a visual approach due to traffic they need to advise us and we will vector everyone out for an instrument approach so they can fit their pattern traffic in.

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.